Thank you for the compliment

Thank you for the compliment.

Thank you Sean - much appreciate the feedback and compliment - glad to see we helping the community. Apologies for the detail as you mentioned, but there are some newbies who watch the content, and i felt that instead of duplicating the content in a separate video, i would cover some of the basics in detail aswell - even though it is tedious for some.

As Ada wrra was Adddddsr a a a ar were a wqqq, r

Thanks buddy - much appreciate your comments. Plenty more info coming soon.

Thank you for the compliment - happy to hear you enjoy the content. EFR will outperform and outlast the Garrett range hand down - good choice.

Hello Germany, thank you for the compliment, i am happy to hear you have gained from our videos.

Im glad you enjoyed the videos and gained from them - that was our aim in making them. Thanks for the compliment.

Thank you -

Thank you for the compliment - much appreciated. Glad you gaining from our channel.

Technologically much farther ahead of Garrett -

Much appreciate the compliment, thank you.

This is why all the records belong to this mans bikes and cars that he has breathed on or sponsored. Keep turning your products to gold Chris. Please tell us when you will be doing more content, its been a long time, and i check the channel every week in case the notifications dont come through for any reason.

Couldnt agree more!

@@siyabandasekho6851 Guys apologies for the delays with videos, we have been under the whip in the factory developing new products and testing same. There are ALOT of new products coming out soon, but this is unfortunately taking up alot of our time at the moment. Chris will release videos again shortly - sorry about the delays - we pushing as hard as we can.

This is upcoming once we have finished the build. Its 1JZ with a few surprises.

I can't wait to see what comes of the next series of tests!

@@dannygarcia8341 To be honest - nor can i.

@@TurboDirectSA Yeah I am so excited for that series! Will it be done on an engine dyno or in a car on a chassis/hub dyno? I'm assuming on a car, but figured I'd ask.

@@802Garage Its going to be installed into a BMW E36 body which will live on the dyno for all the tests - the manifold will be made specifically to allow for easy access and removal of turbos to test back to back on the same day - im trying to get this built ASAP -

Pleasure - glad to hear you enjoying.

Thanks Jamie - much appreciate your comments. Glad you enjoyed it.

Thank you for the compliment - Glad you enjoying the channel

Thank you for your comment.

LOL i had to laugh at this - i had something similar happen to me with a client in 2009 where we suggested he run a GT3582R on his Mazda 2.0 EGI after running a chinese paperweight (T72 single all bearing copy of the turbonetics design) he laughed at us claiming that no tiny little turbo will perform better than his T72 (typical bigger is better ideology) so we took a bet -- long story short, the jaws dropped when we made over 100HP more at 0.5bar gauge pressure less boost and spooled 1500rpm sooner than the chinese copy. EFR is underrated and a seriously great product.

Thanks Drew -

Thanks Anton, much appreciated

Thank you Jaime!

Thank you Rene - much appreciated

Thanks for the compliment!

@@bryanst.martin7134 interesting experience

Thank you

The 80's F1 turbochargers were 5blade splitters, we played with this design on the EA888.3 platform initially and found the wheels to perform alot better than the 6 splitter design, but surged horribly low down.

Thank you for the comment - much appreciated

Thank you very much.

Thank you Ben

Thank you for your feedback -

Glad you enjoyed the video.

Thanks bro - much appreciate your comments. MHI is a proper turbo but they dont have a ball bearing offering for the aftermarket or universal builders. Ill do a comparison for sure in an upcoming video for you.

@@TurboDirectSA cheers

For posterity, recently I've seen Turbo Lab America converting Evo turbos to ball bearing.

@@tommylyeah Indeed but I am not sure if they make much of a difference - it's the whole bearing design, not directly depended of being a journal or ball bearing, that defines the performance. In other words a bearing designed originally for journal bearing, I doubt if converting it to a ball bearing would make much of a difference. I hope someone will make a test like that some day, so a comparison between two GT2860rs, a journal and a ball bearing, or a Td05H (or Td06SL2/H) journal and ball bearing, but nobody does it because the extra charge for ball bearing (look how much more they charge Precision, Turbonetics, Kinugawa etc) and the conversions at workshops is a very good profit for the turbo industry.

@@TurboDirectSA I hope Chris that you will do this comparison video at the end (between a S200SXE and a Td06H)

Pleasure buddy - glad you enjoying.

Thanks you Fred - glad you enjoying the content!

Thanks for the compliment, means alot to us. As you asked the question, you also gave the correct answer. The lower the boost on a high HP turbo, the larger the gate required. Using multiple gates largely relies on the manifold design - the internal gate is positioned inside the turbine inlet after the gasses have collected after the manifold - so no reason to have multiple units. On an external setup like a compound turbo, thats a different story. When using a V type engine and having to separate manifolds converging into one, you could run gates at each collector on either side, but if the turbo had an internal gate design, which is matched to the flow and rotating assembly, why not use the tested and proven design? Always remember external gates add to the overall volute AR of the turbo setup, in short they create additional lag if not setup correctly with the right spring pressures and controls etc. The ECU's are becoming an issue to tune for sure, but when the password protected models were released we thought the same thing about being able to tune them, and we did. I think it's a matter of time until the engineers at the chip tuning tool manufacturers get past the encryption. On the VAG side of things, since they went to SIMOS from the MED17xx range of ECU's its been more difficult to tune for sure, even using Winols the maps and orientation thereof are totally different aswell. I guess you cant be a master of all trades.

LOL -- you wont be sorry i promise you. The adapter we busy designing as we speak, i will release this for the T4 flange setups soon.

@@TurboDirectSA i got the efr 7163 single scroll ...i have a couple of days to finish the setup on a cdl engine 2.0 tfsi..i hope i didnt make a mistake for not getting a 3071

@@user-xl7wc9rm5h You wont be sorry - the 7163 will outspool, and outperform the Garrett GT3071R easily!!

Thanks for the compliment

LOL - They need to get out of business rescue and then address their catalogues, as facts remain king. Thanks for the compliment Julian.

Thanks for the comments, much appreciated. The 60lb/min is a relatively tall order for such low boost pressure with todays turbo line up. The turbocharger would need to be able to produce large air flow in the lower P2C region, which is not a problem because the engine is large enough to drive a single turbo of size that is capable of this. If you look at the compressor map of the EFR9274 Black Series, you will find at around 0.8bar gauge pressure you will be in the mark (yet close to the choke limit) of where you want to be. The other option which is journal bearing, but probably more suited to this low boost and high flow requirement is the S300SXE with Part #: 13009095091 - this turbo will be in the high efficiency range and make the power you want at the low boost setting, and still have about 80-100HP in reserve at the same boost before the choke limit - i would opt for the AR1.00 twin flow turbine housing.

@@TurboDirectSA Thanks so much for taking the time and providing expert advice.

@@garywood1285 Pleasure Gary.

I cracked a shaft in half on a gtx35 gen 2 on high boost ...

Hey Joe Man - thanks for the comment. The 1.8T is a lazy engine with larger turbos, which is easily changed by swapping out the crank for the 2.0L - which makes a massive difference in being able to spool a larger turbo nicely for street use and track. The turbo you need to make 400HP is a small-mid frame size and will spool quickly. I would opt for something like this:- turbodirect.co.za/store/index.php/shop/turbochargers/turbocharger-turbodirect-s-a/gtx3077r-forged-detail Other options are EFR7163 with the T4 twin scroll AR.80 turbine housing - this is easy for the 1.8T to spool.

Great idea - thank you for the suggestion. Ill put something together for the future.

I would consider using a single turbo as opposed to the -5's you took off. The EFR8474 Black Series will do you very well - it will spool up streetable and yet make the 750HP target easily with some to spare. It is internally gated with a 42mm swing valve - you wont get an external to respond as well as this. Im sure you will very frightened/impressed with this setup for sure.

Thank you Sonny

Thanks for the comment, the facts on the table are a direct side by side comparison - BorgWarner is better in the design and by leaps and bounds. Garrett has not improved critical points on their design for years, and still have not with the G-series setup, they have a reputation which is ling standing, as they were the original performance/racing brand out there, and due to various decisions, they opened the door to competition, which hurt them badly, and still did not respond with design updates which they should have, which hurt them further, and now they are bankrupt. The products themselves have a great success in certain areas like response in comparison to other brands, BUT this is due to the fact that there are very limited AR options on some of the BorgWarner turbos - we aim to change this in the coming months on specific model EFR turbos. I have to say that Lag is mostly attributed to an engine build, collector design, manifold runner setup, and turbocharger choice aswell as a combination of these together - If you look at the turbine design on the G-series offering you will notice that this is a pure radial turbine setup. The EFR setup is slightly different due to the angle of the turbine inducer blades, and other gas directional profiles, which makes this a "mixed flow" turbine, Garrett has missed the boat here entirely. I left ALOT of info out of the video on purpose but i can tell you that even though it seems that im biased toward Borg as was from the start, i do apologise for this coming across as a bad impression, however truth and facts remain that Borg are just on a higher level and more attention to detail aswell as much more thought and care is being taken to design a purpose built off the shelf product with all the features matched to it, compared to a simple "universal" off the shelf "one size fits many" and add all the external features/products yourself..... like the Garrett is. Download the technical document from BWA site and take a read, you will not believe the amount of information, testing, design and effort that went into the EFR range.

@@TurboDirectSA I really appreciate your response, especially so quickly. I would love a detailed video on what you're saying about radial turbine flow. I can see that borg turbos generally have much more cupped turbine blades with a smaller axial length. Then again garrett turbos seem to be less cupped, longer, and significantly smaller diameter(inertia). I would love to hear your take. And speaking of inertia, is there any way or are you allowed to publish inertia information? I would be extremely interested to see how the lighter/bigger borg wheels compare to the heavier/small radius Garrett's and would think your balancing equipment could measure that

@@bberk1286 Inertia is one aspect of response, blade design is another, backpressure is another. Gas path direction (VNT) is another ... This is an extremely technical and in-depth topic, its not possible to share this im afraid. The gas path direction between axial and radial angles effect efficiency (here we go again) aswell as shaft power (obviously) that allows rotational drive on the compressor side of the assembly - in fact during testing there is a solid piece of material bolted to the opposite side of the turbine shaft when doing data logs which is used to measure the shaft power and other aspects of the blade design changes. The weight of the blade and solid disc back have a direct effect on backpressure and inertia - Borgs EFR range have significant improvements/differences over the Garrett antiquated designs which are pure radial designs.

Thank you sir - it means alot to us!

Side by side the Borg is identical in length to the G35-1050 - both with externally gated housings including the DV and Solenoid - The Internal gate and swing valve design makes the Borg longer ofcourse, but try fit a wastegate into your geography in place of 50mm longer turbo -- 6 of the one and half a dozen of the other. In fact the wastegate with its piping will take up more space than an internally gated Borg. And then you have the additional piping, costs and fabrication. Try tuning a gate by changing springs in a tight space compared to tensioning the actuator rod ...... youll soon see the Borg has its benefits

Without a doubt EFR7163 - no Garrett in the same power range will spool as fast nor make the same power aswell as offer you a twin scroll setup especially suited for the boxer engines. Its a no brainer really

Thank you -- most people dont know this information and choose the incorrect size gate and land up with lag and then blame the turbo for being laggy. ......

Agreed! Vital information that is definitely misunderstood.

Thanks for he comment Daniel, if this was my car, i would be looking at one of two turbos, the EFR7670 which will make the power you want at high boost, so when driving streetable, you can keep boost pressures lower and use pump gas. If you want to run 600+HP permanently then i would also consider the EFR8474 Black Series, which will EASILY make the power you want, but at much lower boost, however this option will be on the laggier side compared to the 7670. If you want to run high boost all the time, then the 7670 will respond faster and make the power without issues, and will be reliable. If you planning on making this power and then some later - then the 7670 will be close to maxed out already, so then consider the 8474. Also consider what fuel you want to use on a daily basis - ethanol is expansive in consumption, so im assuming you will definitely opt for the two boost map setup.

@@TurboDirectSA do u sell turbos want one for 1995 defender 300tdi

@@lucasmolapisane4637 Yes we do - info@turbodirect.co.za or (011) 392 5195, (011) 392 4071

Dont get me wrong, you havent made a bad purchase at all - its a proven turbo, but in comparison there are others that offer a different basket of features and components internally. Dont doubt the turbo - it will do its job and well too. The older Gen2 30 family stuff is excellent at delivering what the compressor maps claim.

Thank you for the compliment - please shoot me an email showing the damaged blade and opposite corrected blade at info@turbodirect.co.za - ill offer you my opinion on the matter

Thank you

Pulse separation is ideal for outright performance and spool - DEPENDING on the turbine housing design. It will not be as beneficial using a single entry turbine volute in comparison to a twin scroll design when coupled to a separated pulse head.

@@42cuba I wouldn’t venture near this turbo. Especially the stage 2 - they have a reputation for failing!

@@TurboDirectSA Well crap I just bought one

LOL - Buddy, or Chris will do .... :-)

Thank you

The DV works extremely well - the air flow is more than enough to prevent surge.

Thank you Floyd - apologies fo the time taken to reply, its been hectic this side. We do not have these vehicles in our country, so i have no knowledge of the engine itself, nor the turbo or what it looks like on this engine. Please shoot me an email on info@turbodirect.co.za, let's converse there. Perhaps if you can send me info, pictures and if possible a compressor map of the turbo on the engine now, this will help me understand more about the project and i can make suggestions from there.

The 2010 first generation turbine heads reported failures, which were addressed immediately by BorgWarner, and since then no abnormal failures have occurred since. The reports of the turbines failing are direct results of overspeeding, which exceed the P2C (boost axis) on the compressor maps. Most of these occur on the bigger Diesel engines where 60-75PSI of boost is run -- obviously this turbo will fail as this pressure ratio doesn't even appear on the compressor map. The G-series is the most overrated turbocharger on the market today. It will never respond as fast as the Gamma TI wheels from BorgWarner, and nor will the G-series make the claimed power either. They are laggy and underperform by 15% + Side by side the EFR will flow more, and respond faster than the G-series of the same family (apples with apples) The Borg also runs at lower rotational speeds, while making more power than the G-series, which speak for the advanced aerodynamics of the blade designs. The Borg runs ALOT cooler thanks to the larger water port deigns, which relates to more reliability, making the EFR alot more abuse-able. The ALuminium bearing housing is also a huge benefit in combating heat. The EFR runs a larger and more robust bearing cartridge and spells reliability through and through.

The DV is more than sufficient to relieve the pressure, you dont have to spend additional money on secondary components. This is the beauty about the EFR range.

🤯

@@TurboDirectSA have you done any testing on the 7163 compressor housing with diverter valve vs the sxe housing? I really like the built in diverter valve but have seen some dynos showing substantial power increase using the sxe housing.

@@mikesti8406 No we have not - the only way any power increase will be possible is if there was a restriction in the housing or there was a boost leak somewhere -- the SXE housing is advertised as an option for those who want to do away with the DV, and/or want a decrease in geography required to install the turbo -

Im vague on purpose - there is only so much ill share - as a manufacturer and designer, we will not share everything - im sure you understand. Borg are on another level compared to Garrett thats for sure - Garrett have fallen by the way side - the bankruptcy has caused alot of issues with the product and the staff that once were - are no longer, the product shows this too.

Hi Ioannis, thank you for the comment - in this specific turbo, the Borgwarner is the one we sell the least of, this could be because there are more vehicles with the Borg installed, but the failures we see on the Garrett are similar in the failure, and lends to the bearing system. With the failures we see on the BorgWarner side, the bearing system is in tact and relates to other components. I would choose the Borg on this specific application.

You could yes, BUT careful not to flow against eachother, otherwise there would be no actual flow through the housing.

Thanks for the comment Wilmar- please shoot an email to info@turbodirect.co.za

Without a doubt EFR - there is no comparison.

@@TurboDirectSA thank you !

@@loustath1583 Pleasure Lou

What flange face turbine housing do you have, what is your intended boost level and HP target?

@@TurboDirectSA V-band turbine inlet and outlet. 18-20 psi of boost on pump gas on a 3.0L I6 engine looking to make around 500 whp

@@guillermolopez1690 7670 is a great choice for a quick response and will make that power no problem at that boost - the 8474 black series is another option which is larger and less responsive but will make that power no problem with plenty in reserve. Issue is with both these options is that they don't have Vband housing options - there is a Vband to T3 adapter i have seen available that are compact and cheap - You dont want the 7163 as its too small for the 500HP mark -- it will easiy get there but you will have to run high boost all the time to keep it there.

@@TurboDirectSA Speaking of Precision, any opinion on their product?

@@802Garage I can speak from experience with the Precision turbo range, which dates back to 2010-2014 things might have changed since then, but what i witnessed first hand was a visit to the factory in China who manufactures/d the internal components. I have done back to back tests on a dyno between a PTE6262, GT3076R and the same GT3076R with one of our upgraded billet compressors, all on the same day -- ill try find the article and make a video of this - but as i said, this is based on the original gen1 series -

EFR8474 Black series, and it outperforms the Garrett by leaps and bounds

@@TurboDirectSA thanks, what hp is rated to?

@@farmer3242 A TRUE 950HP

G30-770 good for 650ps max....check their compressor maps

@@ngt84 Hi I’ve already done all that, just curious what Borg Warner’s alternative is to the G30-770. I’ll be running 99 Octane fuel with water/meth injection which will of course aid the turbo to its maximum potential on this build.

Efr7670 is equivalent to a g30-770

@@ngt84 Amazing thank you, I’ll check it out. 👍🏻

Agreed with NGT - its the 7670 - PS:- G30-770 wont see close to 770HP, its just not capable of this contrary to what the compressor maps say - in my opinion Garrett had to inflate these to make the product look a little better, maybe this could be because of their bankruptcy, maybe for other reasons, who knows for sure. From personal experience none of the new G-series turbos have made what they claim to make - from the G25- upwards, they fall betwen 50-100HP short no matter what you boost.

Hi Andy - welcome! Thank yo for the comment and great suggestion - ill make a short video showing the weight differences on a scale for you. And i will weight the compressor wheels also.

@@TurboDirectSA top 👍🏻 Thank you :)

@@andyb9321 No worries - look out for the video, will try fit it in ASAP.

Thanks for the comment - there is only one 8474 -- its the black series and you recognise it by its black anodised compressor wheel. This replaces the 8374, -- nothing refers to an 8474 other than the black series in the cataligue at all. 8374 = 750HP with 62mm compressor and the 8474 = 950HP with 68mm compressor

@@TurboDirectSA Thank you. You're the first I've seen use it by the full name than.

Nicola, if the motor has been dowled, and built properly, you will need something large to match the demand of the motor - Rotary engines have a high demand on air flow to make power. You also need a large AR turbine housing, minimum for a street car will be something like the AR.106 when using a turbo like the following:- turbodirect.co.za/store/index.php/shop/turbochargers/gtx3584r-forged-detail

So the borg efr8474 won’t work ?

@@nicoladistasi8817 Yes it will, at alot more money. You will need to choose the AR.105 turbine housing, this is also externally gated

Ok that explains why everyone in Australia is using garret g42

@@nicoladistasi8817 Instead of the G42, i would use the BorgWarner EFR9280 Black - it will outspool and outperform the G42. Keeping in mind that you need 550HP - both these size frame turbochargers are too large for your required power output anyway.

Yes sir - 7670 will be well suited to a drift setup for the power you are looking to make, use the smaller AR turbine housing.

@@TurboDirectSA is there only 1 type of t4 exhaust housing? ar 1.05? for I have t4 manifold

@@LILLEGOFF_DRIFTING No you also get the AR92 4 twin scroll option. Which will spool faster than the 1.05

@@TurboDirectSA I saw it now. but it was with internal WG, I have external wg on my car :)

@@LILLEGOFF_DRIFTING There is no smaller EWG housing available - i would try the internal housing with actuator - i think you will be surprised.

Try that with the Garrett rotating assemblies with the plastic cages and you will see failures. The BorgWarner is far superior in the cooling design.

I learned about the shortcomings of Garrett when Honeywell dropped them - Borg is unrivalled!

@@TurboDirectSA I don't know much about Borg Warner turbos or where to start for my application. I guess I'll have to look into it though.

@@AIRCOOLEDLIFE There is alot of info on the channel about the Borg range - specific comparisons, side by side reviews and more - shout if you need help

Im not sure about your specific build, but we have had builds from EA888.3, to MErc A45, to 1JZ, SR20, MAzda 2.0 EGI, Ford Focus ST 2.5 5Cyl, BMW M3 E36/46, etc with 100% success in wastegate control, and no issues at all with the DV.

Until the video, my knowledge of Borg Warner was "plain bearing OEM turbos that last forever, good or not."

Garrett learnt the same lesson with Precision, now they advertise alot more, too little too late especially after their bankruptcy.

Thanks for the comments - The facts will always prevail. There is nothing but factual information on display here. In fact check out the previous comments on the speed sensor port and you'll find that i prefer the Garrett design over the Borg Design. I am totally unbiased and base all my comments on fact or personal experience. I have never said that any product or name brand is bad, and never will - every product has its strengths and weaknesses and my comparisons are here to educate the consumer and bring the facts to the table - this will enable anyone looking to purchase any product to have an understanding of what they are about to spend hard earned money on. Im sure that anyone that has seen these videos that has either saved money or learnt something would agree that this information is valuable and secondly not available anywhere else.

Thanks John -

Especially that some of the Borg Designs have not changed since their inception, they work and work well - E.G the internally gated turbine housing with Vband outlet - this is as old as 2011, G-series has only come to the party with what seems like a copy of this in 2020

I was advised by several companies in the states to avoid the EFR like the plague.

This post was in 2015 - 6 years ago - the EFR range has been changed and updated since. The very first release in 2010 also suffered shaft breakages, but changes were made and we have never seen a shaft failure since. Not sure who recommend you stay away from the EFR range, but i don't believe that the product would be market released if it was problematic or defective by design. BTW 60psi is alot of boost and if you reference the compressor map you will see that 5 on the P2C ratio is totally off the scale - he was not even operating on the compressor map at all - not sure why he ran so much boost? The turbo was maxed out LONG before he got to that boost pressure. You would definitely have seen power losses and massive heat increases before 60PSI - that i can guarantee you.

Tried finding more relative recent postings of people's experience with efr on diesel APG out of Arizona January BC (before Corona) stated they will sell it to me however there is no warranty as BorgWarner does not warranty the efr in diesel application Industrial Injection ( a very prominent Diesel Industry performance house )ditto

@@daviddroescher Thanks for the info - we dont have a big large frame Diesel market here, our Diesel market as tiny 4cylinder small CID model engines and we have had no issues at all. Ill shoot a mail to Borg and ask about this and share the responses with you.

@@TurboDirectSA thank you in advance for the effort. I wanted to run the 6258 efr on my 5.9l Cummins as the smallest mid frameis 3x oversized with a max hp of only 400 . The 6258 is still .5x oversized. With the suspect info I was talked into a g25-550. I wanted the better bearing and cooling package. Combined with better aero desine and lighter faster spooling rotating assembly . Monies spent ,however, if improvements have been made then I for one would like to dispell this mith... with 25-50k mi per year i couldent take the risk of being stranded for not listening to those in the indistry who are in the know. Ps I didn't start looking for failures until I was advised the problem existed