John, pics as requested. Also, I have my LIM spaced out a bit, probably 1/8", because my fuel rails will press against each other if I don't. So take that into consideration. Kind of a fisheye thing going on with these pics. I had to take them with my GoPro because my iPhone is perpetually full and won't let me take pics lol.
http://i44.photobucket.com/albums/f9...ps7fbf6255.jpg
http://i44.photobucket.com/albums/f9...ps025274a2.jpg
http://i44.photobucket.com/albums/f9...ps6e80fd7c.jpg

Thanks Brian! No, I was afraid of not having enough room between the LIM and strut tower for the added space the internal WG one needs. Also, I wasn't sure if the internal gate would be big enough.

I want to reroute my wastegates into the DP, but I dread the thought of doing the work and also what it will take to remove everything. Ugh lol. I also plan to water cool my wastegates at some point as well. If someone installs an internal gate 7670 or 8374 I'll probably switch to that for the same reason.

I will say though, it's so nice blowing out someone's ear drums with my gates pointed straight at the ground when I pass them at WOT after they piss me off LOL.

The next question is... how much?

Hate to be pedantic but the acronym M.A.P. is short for Manifold Absolute Pressure, I am guessing the figures spoke about here are GAUGE PRESSURE (and not) Absolute pressure, so please if we can talk in absolute units for sake of comparisons.

Turbine Inlet Absolute Pressure (T.I.A.P)
&
Intake Manifold Pressure (M.A.P)

And list it as an absolute please, as its confusing and annoying :) and no one has any idea if you are at seal level or in Tibet or what the actual figures are LOL.

M.A.P. is not '15psi' cause that means its like 0.3psi boost at sea level on a std'ish day lol........... and 'EMAP' that is just a stupid convict expression not meaning anything to anyone LOL.

If we insist on using gauge imperial units and at gauge readings then please use the correct references.

manifold gauge pressure = m.g.p (psi)
turbine inlet gauge pressure = t.i.g.p (psi)
and then list the ambient pressure you got those readings at :)

OR simply use absolute units as its much easier understand!!!! and compare.

Thanks. :biggthumpup:

I know what you're getting @ Peter... and I agree with you..... but if I said @ 29psi MAP I made blah blah.... it would start a shit storm.... perhaps to prove my point though I should say with the twins @ 14.5psi boost pressure, I had 42.5psi EMAP :biggrinjester:

Well, now I have to sell my brand new (with the upgraded compressor wheels) bnr stage 3 twins along with my dual egt stock mani and modified efini y pipe and crossover pipe. I wonder how much I can get for a package deal.


I am thinking about the 7670 very seriously, especially if I can get it in T4 divided manifold, .92 a/r, internally gated.... and assuming I can get it to fit in there on a short manifold.

But alas, working construction means I am again... unemployed... through the winter. So I have to sell enough stuff to cover any new purchases.

Damn you all.

so, no one has put an internal gated EFR turbo on a rotary yet?

^I know there were a couple other guys on 7club that were getting them, but I'm not sure if they ever got them (theirs were back ordered because they were larger) and I'm not sure if they got internal or external gate.

Jacob, Dan Chadwick is running an iwg one. He is in Smyrna, but generally isn't on the forum or car scene much anymore due to his workload and travel schedule with work.

REALLY.....

interesting. do you know which one? i would love to get some more info.

see if you can coerce him into posting in this thread, brent :)

Wasn't Chadwick the guy running a smaller turbo so he had crazy low end power for autocrossing?

I just confirmed the 7670 .92 IWG will fit a LHD FD. I am in the process of building a manifold for a car in house that we will be tuning with this setup. Unfortunately I have to finish the engine build( and there are 3 engines in-front of this one). We are sending out an 8374 IWG kit shortly to a customer in Canada, and I will stay on him for results. I am stressing another customer to use the IWG on his 8374 car( that I will also be tuning) to get some faster results. I also offered to swap him housings if it doesn't, and a free tune etc to sweeten the pot...

Will it fit RHD with a stupid short manifold?

What province is the 8374 kit going too if you don't mind me asking, is it RHD too?

Thanks...

J.

8374 .92 I don't think he'll be posting here as he generally travels and works too much to get on the car forums much anymore. He's had it installed for probably 6 or 7 months now.


He previously ran 99spec twins. Yes, it is an autoX car.

elliot, can you at least post some pictures of that canada IWG 8374 kit when you get to it? i am very interested in this just for the simplification, and that 8374 seems to be a decent size, barely bigger than my 6262.

i gotta say, i was not impressed with rickshaw's dyno video/numbers, but i didn't see much info on his setup, just that he was using an IWG 8374

I just got back from Philip Island GP circuit (3 hours ago) and its not his dyno problem, its a Ric Shaw problem?, his cars are gutless! Today was his turbo RX8 and it had rings run around it by a rival FD3S (this was a one 'hour endurance' race).

Nice enough bloke, but the car is weak on power in reality out on the track, very weak. So you have every right be left un impressed, on track the case is even worse, that was the reality I witnessed today. There was also a similar FD (looked like a road car!) running in sports sedans (top class) and it had on visual point to point analysis about 100bhp more than RIc Shaw runs as he sets up his car.

p.s. both of these other FD's ran with T04Z on 1.15 housings, and the one in the sports car enduro was running E50 blend *I spoke personally with the car preparer UNIgroup engineering* (to get the milage for the cumpulsary driver change and fuel stop)... he won his class and even beat a lambo gelato, went all weekend like a trojan!

fast and powerful and durable.... it can be done