BassAckwards' AWD Turbo 2TR-FE

I was doing some reading on this, and i was wondering if an external wastegate would be better for more/easier adjustability? It looks like the internal wastegate is easier with packaging and not needing additional piping but there are trade offs. Is there one or the other you'd recommend based on your past experiences? I am not really sure which way to go

I think i am going to continue to use my HKS BOV for now and just redo the piping on the hot side if that would work. Do you see any issue with this? i see where you mentioned the BW EFRs have an integrated BOV. If i was to go this route, would i just cap off my current one and use that?

I appreciate the offer buddy, i might take you up on this, but i am going to have to do some more research. Which one did you end up going with for your build? I am leaning towards just breaking down and buying a good one that has some room to grow for when i eventually build the motor down the road.

Howdy John

i did some more looking into this today and i have been eyeing the BW EFR 7163 with a .85 A/R. Does that seem too big for what i want to do? I still dont fully understand what would be best, i just know the bigger the A/R the slower the spool but it has more top end potential. The G25-550 i was considering was a .72 A/R but i'm not sure how much of a difference that would make.

That is a good point on the outlet size of the G25-550. So if i went that route i'd need to go with some type of reducer to run from the 3.5" to 3" exhaust that i plan on doing. Both of the turbos above use a 3" v-band inlet i believe in the configuration discussed. Question on that.. Is there a big performance loss running a v-band inlet vs doing a t3 or something that you could use for a twin scroll setup? Sorry for all the questions lol. I am trying to learn as much as i can here and this is all very new to me

Specs/measurements:
EFR 7163-F(v).pdf (bwauto.com)
G25-550_G25-660_flange-diagram.pdf (garrettmotion.com)
G-Series G25-550 The Most Powerful Small Frame Turbocharger - Garrett (garrettmotion.com)

 

I think the 7163 will be a perfect fit. However. The turbine inlet size is just under 2.5".


Highly responsive, and less changes to get the exhaust to work.

Just make sure you order the inlet and outlet flanges and clamps to go with it.

I don't see you pushing 45 psi, but internal or external in this case comes down to packaging. Should it fit in your desired location with the internal wastegate mounting?

You also have the choice to go with the hinged Turbosmart IG wastegate. If you wanted more control.

Internal, has the benefit of the exhaust sounding much much cleaner, for an on road setup. Plus less exhaust work.

 

That is also the one that I have been eyeing for my 2.8L Bimmer.

 

I'm going with the holset he351w, which is a twinscroll. I think that feature is the only reason I'll be able to spool in time to use the power.

 

That was what was originally on the Prerunner build that I just finished. Might have been an "x" instead of a W. Spooled very quickly on that V6.

However, that particular diesel turbo's wastegate outlet had a problem. 1: that cover for the wastegate, which also integrated the turbine outlet, was too close to the wastegate outlet cap of flap( whatever it is called, and seen below)



That flap could not open near enough because it would hit the cover. There fore, becoming a restriction, and actually aiding in allowing the turbo to spool, even without a wastegate actuator attached.

2: the w/g exhaust port, was very small. Much too small. Too small to allow a lot of blow by for a low boost setup. Especially considering that the turbo came with a 45 psi w/g spring, and the intended engine was a ~3k max rpm engine. It didn't need much blow by.

3: it was made for roughly 500 hp.

4: its turbine a/r was probably around a .68.

All of those things combined, created a perfect storm for an engine not ready.

My only point to that is, we could not properly control that turbo on the gas engine. Very likely we could have with a different turbine housing.

So @BananaMan , make sure your turbine housing doesn't do what I encountered. Or you'll very likely have problems.

 

Judging by the picture I have, I'll probably have to look into this. I think I may end up doing like you did with the welded on external gate directly on the housing.

 

I even went so far as to use a die grinder with a Benchmark Abrasives flapper wheel, grind a volute to help prioritize flow, in the cover. As well as letting the flap open a little more.

Pull your cover and check your clearance.

 

I wonder if it would be possible to cut that back cover and weld on a bump out to allow for wide open operation/higher flow?

 

Have welder, will modify.

 

Turn the bass up

 

A sign of things to come..

 

Giggity. Here comes the

 

I'm so excited to see the next level of this build! Too bad mine has stalled due to life happening and buying a house. Maybe someday we can bring the trucks together and compare! Also excited to see more if your welding skills on display!

 

Im getting excited myself even though I’m gonna be running the stock bottom end for now. It’ll be fun to turn it up a little and see what it can do though! I’d definitely be interested in meeting up and comparing things. If you’re ever down in TX don’t hesitate to reach out. As far as welding skills go, I am still just a novice so I’m not sure you’re missing out on much there! I can melt stuff together with the tig but most of the time it isn’t pretty lol. I really need to break down and buy a belt sander so I can prep things better, I feel like that’d help my finished product.

 

Practice practice practice.

 

That as well! I need to do some of that this weekend. I think I have some 409 ss laying around that I could use

 

I swapped back to my old fuel injectors this morning, and reflashed the URD tune so it pulled a good bit of fuel from the 5th injector. After taking it for a test drive I can say the AFRs are much improved. With my old tune, I was fighting a lean condition in 2nd gear and 3rd gear under high rpm/boost it would want to spike into the high 13s low 14s before going into open loop and richening up. Now it is in the high 12s and very low 13s even with all that extra fuel removed.

The FSM states that the injectors flow rate can range anywhere from 284-344cc’s so I’m guessing my old ones just flow a little more. Either way, I’m stoked as I’ve been fighting this for a few months and adjusting the tune to try to get it right. Should have swapped injectors a long time ago, way easier.

 

Evenin' Roberto. It would seem you've been busy

 

Howdy Bill! Yes sir, been doing a few little projects here and there. Today was pretty productive. How are things with you buddy?

 

Painted the stereo faceplate black today.

Before


After


I also made some 90* brackets out of aluminum to relocate the rear brake lines since they were rubbing on the leaf springs