Thread: Borg Warner Turbos

Not to be offensive, but do you know anything of the new EFR series of turbos?? Garrett technology (even with the new blades) is still pretty old. There focus is on the OEM manufacturing side and because they have cornered the (after)market in prior times, the technology is not as "cool" or "uptodate" or as breaking technology as people think. Garrett aftermarket accounts for less than 15% of their capacity.............

Things to think about
1) EFR series has (in some cases) a lighter CHRA as well as (in some cases) a thinner compressor wheel shaft diameter, meaning more blade area and less weight (which equates to more power, better spool for the same amount of boost)
2) The Twin Scroll section on the turbine section is designed a fair bit better as far as volute and other things considered
3) (I am not a fan of this) but has integrated wastegate and diverter valve meaning less piping and other stuff to fail (in addition to less weight). The plastic diverter valve can be swapped out to a metal one from turbosmart for example

The list goes on.

IJS, do a little research instead of resorting to the common retort of "Garrett is the end all be all"

P.S Dyno sheets are actually a great source of info, especially if TPS, turbo speed and/or boost pressure are plotted against the power and torque.

No offense taken. Information is information. Honestly, everyone has their "bandwagon" when it comes to everything. Im not saying your on the BW bandwagon or im on the Garrett bandwagon, but data is everything when it comes to turbo and how and what works well with what. Cant merely stick a "big turbo" and say its going to work. There is alot more to it than that. I DONT know much about the EFR turbos, but I never bashed them as I can see. I was just relating to information.

Garrett is owned by Honeywell. Honeywell is a BIG company that manufacturers home thermostats to designing aerospace equipment. Then there is "Garrett OEM" which is used in a lot of applications example OEM SR applications, diesel truck applications etc etc. Then there is the "Garrett Performance" which was most recently developed to seperate itself from Garrett OEM. Garrett Performance is still headed and ran by technical engineers and performance gearheads. And so on...

Not bashing any other turbo manufacturers out there, but you have to compare apples to apples. Yes Garrett has not severely advanced their technology, but there is the old saying of "why fix something that's not broken?" Their new 11 blade billet compressor wheels " GTX" series is a step up to there standard "GT" series. They did not develop the "GTX" series to compete with anyone and start a "trend", hell if that was on their mind, then there price point on them is way off in being attractive in their market.

Their will always constantly be debate on which part is better and why, true data (not copy and paste from someone else) will always be the answer. Some dont care, most are "monkey see monkey do". Their is one company I know of out there that constantly back their products up with true data of their own, while others always try and copy and paste.

Oh and you mentioned something about turbo speeds, honestly how many consumers out there that own a turbo, know even what that means or how it measured? Honestly not many. Your normal daily joe schmoe doesnt even care about.

I have had BW S256 Extended Tip turbo for the past 5 years a like it alot. It spools just as fast as the GT30R BB if not sooner. I will have dyno results in the next couple of weeks with my new set up.

I'm sure they all have their ups and downs. I personally have been running the PTE6262 journal bearing for over 3 years with nothing but smiles every time I drive my car. I recently went to a event at Atco Raceway and honestly all of the really fast cars were running Precision turbos.

We have had great success with PTE turbos. This will always be a debate and honestly, just go with what you are comfy with.

I will be trying a S366 shortly. T4 .88 open scroll
Its a bullseye model with the extended tip but the smaller turbine wheel 76/67

http://www.full-race.com/store/turbos/borgwarner-airwerks/borgwarner-s300sx-83-75-turbo.html


That's the turbo I plan on going with. Borg Warner 8375. It will help you meet your power goals too.

Drove the car with the s366 yesterday, the turbo starts to spool in the 5000s it made 26 psi in the high 6000s, i find the car felt slower than my previous setup with a 50 trim until the turbo got into the 20s, contemplating if to throw on a ve head or buy a t3 turbine housing and stick with the gtir head. But either way 8800-9000 rpm is needed for this turbo to be worth while.

That s366 is huge, my buddy @200sx Se is running a BW to4b and it's making 8-10psi at 4k rpms and full boost 17-18psi in the 5k rpms range. This is on a det with stock guts and cams. I have a ve boosted running a pte6265 and I don't get full boost until 6k rpms.

they are good turbos