FFTEC Engine Build in Progress

[David@FFtec]

I am very interested to see pump gas and race gas dynos with this turbo on the 2.3 EB, and to see different boost levels achieved on pump gas with this turbo as well as the torque curve on the dyno

How long do you think until that information is available on the forum, please don't say November!

Thread is here;
http://www.mustang6g.com/forums/showthread.php?t=24929

We used 91 Octane Fuel blended with some 101 = ~95-96 Octane when we set the HP Record on our shop car with the EFR8374. The torque curve on those graphs will be the same for any type of fuel since the boost curve follows the torque curve during spoolup. Obviously you won't hit the same peak numbers on pump gas but the spoolup and response will be the same. Nice, eh?

Since we were shooting for max HP we did not test with pump gas. FYI the pump gas out here is closer to 90 octane. If you live in a region that get 93 octane your numbers will obviously be better than our 91 octane levels. We pushed boost up to 33psi for the record setting dyno run. Typical boost levels for 93 octane will be around 27 to 29psi depending on supporting mods.

Speaking of supporting mods, my recommendation when shopping for supporting mods is to plan ahead and leave a little room to grow in the future. There's no need to buy twice if you plan ahead.

Our CAI is designed to work with stock turbos and upgraded turbos using a different adapter on the turbo inlet. The Big Turbo inlet adapter is included with our turbo kit so there's nothing extra to buy. Do it right, do it once.

Our Standard core intercooler has proven to support over 520WHP with more room to grow. Don't get caught with an inferior core when it's time to crank up the boost. Our intercoolers are currently On Sale through the month of September. Please contact us at [email protected] or just send me a PM to get a great price on a US made intercooler kit. Your choice of Standard core or a Garrett core FMIC.

BTW Dragonacc's car will be up and running very soon. We also installed DSS axles, ShaftMasters 3.5" aluminum driveshaft and our 550+ clutch disc upgrade, so it'll be capable of hitting the track and putting down the power, too. Not just a dyno queen, this car will be a killer on the street!

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[gte]

Thank you for this, I do have 93 where I am at.

Can you post a 7670 and 7163 with similar or identical mods as the car dynoed here, so I can compare the torque curves?

Thank you for the boost pressure level information, I had been wondering with those EFR turbos, what type of boost you could run on pump gas with the 2.3 EB, I would imagine you could touch 30psi with cams and head work, making the motor more efficient and therefore charge temperature a little cooler.

How do you think your intercoolers compare to the ATM intercooler? Since I'm pretty interested in straight pump 93, intercooler and compressor efficiency are at the top of my list.

Thread is here;
http://www.mustang6g.com/forums/showthread.php?t=24929

We used 91 Octane Fuel blended with some 101 = ~95-96 Octane when we set the HP Record on our shop car with the EFR8374. The torque curve on those graphs will be the same for any type of fuel since the boost curve follows the torque curve during spoolup. Obviously you won't hit the same peak numbers on pump gas but the spoolup and response will be the same. Nice, eh?

Since we were shooting for max HP we did not test with pump gas. FYI the pump gas out here is closer to 90 octane. If you live in a region that get 93 octane your numbers will obviously be better than our 91 octane levels. We pushed boost up to 33psi for the record setting dyno run. Typical boost levels for 93 octane will be around 27 to 29psi depending on supporting mods.

Speaking of supporting mods, my recommendation when shopping for supporting mods is to plan ahead and leave a little room to grow in the future. There's no need to buy twice if you plan ahead.

Our CAI is designed to work with stock turbos and upgraded turbos using a different adapter on the turbo inlet. The Big Turbo inlet adapter is included with our turbo kit so there's nothing extra to buy. Do it right, do it once.

Our Standard core intercooler has proven to support over 520WHP with more room to grow. Don't get caught with an inferior core when it's time to crank up the boost. Our intercoolers are currently On Sale through the month of September. Please contact us at [email protected] or just send me a PM to get a great price on a US made intercooler kit. Your choice of Standard core or a Garrett core FMIC.

BTW Dragonacc's car will be up and running very soon. We also installed DSS axles, ShaftMasters 3.5" aluminum driveshaft and our 550+ clutch disc upgrade, so it'll be capable of hitting the track and putting down the power, too. Not just a dyno queen, this car will be a killer on the street!

 

[dragonacc]

Haven't seen a 7670 graph, but here is the 7163 at 24 psi.

 

[gte]

Hi thanks, not to be a pain but do you have a X axis with rpm, I'm really interested in the torque curve with an rpm axis.

 

[dragonacc]

Hi thanks, not to be a pain but do you have a X axis with rpm, I'm really interested in the torque curve with an rpm axis.

I added it after, I didn't pay attention when I found the first graph.

 

[gte]

I wonder if there is a way to make the 8374 have better transient response? (not my best work on the overlay, but close enough)

That is a significant difference at 3000rpm! The difference would probably be even larger if boost was allowed to run another 6 pounds up to 30psi. Looking at the 2 compressor maps, if you went up from 2.6psia to 3psia, and over to 53 lb/min you would still be in a pretty good efficiency island at 70% and should flow enough lb/min to make over 500whp.

I'm kind of surprised BW does not have an EFR turbo that sits in between these 2, at 70 or 72 lb/min.

I think the 7163 is going to be a better fit for me, unless there is a way to make that 8374 respond quicker, through say a quick spool valve or something like that.

 

[dragonacc]

The compressor map you posted is for the 7670 but the dyno sheet I posted is for the 7163.

The 7163 will have better transient response than the 7670 or 8374 but without porting the head, etc. you are going to run out of steam with that small compressor and it will probably feel a lot like the stock turbo running out of breath at a certain point.

I'm hoping my car will have a little better response with the 8374 since my head is opened up a bit. We'll see soon enough.

Edit: Even if it only matches the same curve as FFTECs shop car Ill still be happy, I don't need instant response for my driving style.

 

[gte]

Thanks, that's what I get for trusting google's search and not verifying the results ... I've updated it now.

I definitely want instant response for a daily myself.

The compressor map you posted is for the 7670 but the dyno sheet I posted is for the 7163.

The 7163 will have better transient response than the 7670 or 8374 but without porting the head, etc. you are going to run out of steam with that small compressor and it will probably feel a lot like the stock turbo running out of breath at a certain point.

I'm hoping my car will have a little better response with the 8374 since my head is opened up a bit. We'll see soon enough.

Edit: Even if it only matches the same curve as FFTECs shop car Ill still be happy, I don't need instant response for my driving style.

 

[dragonacc]

Thanks, that's what I get for trusting google's search and not verifying the results ... I've updated it now.

I definitely want instant response for a daily myself.

Completely understandable.

 

[gte]

Can you link to the 7163 thread?

Completely understandable.

 

[dragonacc]

Can you link to the 7163 thread?

Ill look for it in the morning again. But if you do an advanced search for threads started by anthony@fftec and david@fftec you can find a lot of good info on different stuff.

 

[gte]

I found it

http://www.mustang6g.com/forums/showthread.php?t=17631&highlight=7163

 

[Edkiefer]

To me that 7163 looks better for street usage (stock internals) , you get good low end boost , while not dropping to bad on top end (flat TQ from 3.2k-5.5k and max [email protected]).
The 8374 while great for road course or track is kind of dead in low end compared to 7163 (below 3-3.5k rpm).

Also you probably want to do lower end on engine with that much power .

OT: how is stock clutches holding out , I haven't seen any aftermarket ones yet . ford normally does something like 9 1/4 with L4, 10" for V6 and 11 for 5.0 , or close to those .

 

[dragonacc]

To me that 7163 looks better for street usage (stock internals) , you get good low end boost , while not dropping to bad on top end (flat TQ from 3.2k-5.5k and max [email protected]).
The 8374 while great for road course or track is kind of dead in low end compared to 7163 (below 3-3.5k rpm).

Also you probably want to do lower end on engine with that much power .

OT: how is stock clutches holding out , I haven't seen any aftermarket ones yet . ford normally does something like 9 1/4 with L4, 10" for V6 and 11 for 5.0 , or close to those .

There aren't any full replacements just yet, but I'm running a FFTEC replacement friction disk. Its held up on their car for over 7k miles so far.

 

[Edkiefer]

There aren't any full replacements just yet, but I'm running a FFTEC replacement friction disk. Its held up on their car for over 7k miles so far.

So you already pulled trans

I didn't see disk on there site, just looking around .
Do you remember dia size ,offhand , just curious .

Thanks for info .

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