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Stroker/Sleeved 3.25L Turbo (Borg Warner EFR-7163)
I had started another thread a while back about this build, but it was more related to planning, and went through a lot of different ideas and stages.
Things are finally coming together in one state (literally, things are getting here to Oregon now... ha)
The car is an 88 Turbo S Silver Rose (or was). Now has Broadfoot flares, runs 295 Hoosier A7 in front on 18x10 MY02 wheels and 315 in the rear on 18x12 MY02 wheels (widened from 8").
The ECU I run with is what I bought the car with - Wolf3d V400, which is versatile, but old. Hard to find a tuner excited to work with it, but PRE Racing here in Portland will work on it for me.
I run the car at hillclimbs and autocross, and building primarily for corner exit up hills.
EDITED final build -- Dyno results in post #117
3.25L 8V build specs, 21psi - 460hp, 504ftlb tq
- 94mm offset grind crank
- Dry sleeved 105mm bored S2 block, balance shafts deleted
- A/C deleted
- Borg Warner EFR-7163, V-band in and out, internally recirculated, not internally wastegated
- Tial F46 (configured as single port, off the EFR boost control solenoid)- FIC 1200 injectors
- 8SR-14 Cam
- Custom JE Pistons (specs in picture below)
- Mitsubishi 4g63 Bearing -- ACL 4B1146H (Crank Rod Journal Dia.: 44.98 mm (1.771"))
- Eagle Mitsubishi 4G63 Rod -- Length 5.9" (150mm) (6 bolt) Part Number CRS5900MC3D)
- LR underdrive pulley set
- Bosch 044 fuel pump
- Wizard radiator
- RSBarn Harmonic Balancer
- Stock intake manifold ported to match D ports on head
- Stock throttlebody
- ARP Head Studs (P/n 244-4300 for Chrysler)
- Spec Flywheel (P/n 00706327)
- Spec Stage 3 clutch/pp (P/n SP293)
- Nissan Quest alternator
- Phenolic intake manifold spacers
- Head work (specs copy/pasted from Michael Mount):
-- 2.7 Head
-- Int Valve: 48mm
-- Exh Valve: 40mm
-- Springs: 130# on seat (Porsche outer, Michael Mount inner)
-- Okay for cam up to .515” lift
-- Combustion chamber: 62.7cc
-- Surface cut .004”
-- Competition valve job
-- Intake and exhaust ports shaped and optimized
Other notes:
- Piston/deck clearance is .015” down
Right now I have the crank and various parts. The block and head are done, pistons are on the way to MM then he will ship everything to me. A local shop is doing the boring, rings, fitment, etc. Then I will start assembly.
Good to see Joel's old car still alive! And good choice on the EFR
In those pictures ive been running an EFR-6258. Its been quite good to me, but nothing can save the compression my motor was getting down to... And its going to be too small for the rebuild sadly.
This car was falling apart when I got it.
The BSB fell off.
The power steering pump fell off.
A castor block bolt fell out.
The coupler from TT to trans input had broken apart.
Second gear synchro was non existent.
yeahhh that was there when I got it. I hate it, but its low priority... it makes fun noises though, and I can check turbo health just by sticking my head in.
I hate the vents. I have a non vented hood but the hillclimbs get hot so I had to put this back on. theyre just fiberglass bolted on. I had my charge pipe blow off once and it broke the mounting on one. gorilla glue fixed that right up... ha
wow, that's a nice build. Are you going to upgrade the cam, too?
It's kinda funny that you use a short bus as a tow vehicle.
I'm president of an autocross club here, and sec/treasurer of the Northwest Hillclimb Association. The bus is our club bus for autocross equipment, and used to transport workers at some of the hillclimbs too. And I can sleep in it, and I put a shower in it. Haha
On the cam, I had to cut cost somewhere. I'm pushing the limit here already at just over 10k. I will likely do a cam upgrade later on.
im strongly debating getting the internally wastegated version - I have until this point believed that it wouldn't work because the actuator would be right through the pedestal, but now im not sure. it might just clear.... thoughts?
the actuator lever is placed right below the exhaust outlet, while the actuator can be moved. but I would have to heed how much of an angle the rod ended up at regardless, and my concern is that with the clocking of the turbo, I couldn't move the actuator quite enough to clear the pedestal, but im not sure.
Are you modding the crossover pipe? The stock wastegate location works nicely since it reduces the amount of exhaust gas that needs to flow through the crossover pipe. An internal wastegate will send all exhaust flow through the crossover which will increase exhaust backpressure.
Are you modding the crossover pipe? The stock wastegate location works nicely since it reduces the amount of exhaust gas that needs to flow through the crossover pipe. An internal wastegate will send all exhaust flow through the crossover which will increase exhaust backpressure.
that's a good point, I hadn't thought of... the crossover has only been modified at this point to have a Vband connection. the wastegate is a tial, but ive never had it apart, the hardware is pretty rusted. Ill take this opportunity to take it apart and examine it. the nice thing is just the clean up of the bay for everything internal. the internal recirc is very nice.
perhaps iwg isn't worth it. cost is a bit more, modification, etc...
I actually put down the wrong bore - its 105mm which is a 3.25 liter. somewhere along the way I wrote it down wrong and thought that we had landed on a smaller size than we had been planning, but its the 3.25 I was originally thinking. I cant change the thread title unfortunately.
block, head, pistons should all be here this Wednesday. then ill have to get stuff over to the guy doing the machine work/boring!
03-06-2018, 06:16 PM
Stroker/Sleeved 3.25L Turbo (Borg Warner EFR-7163)
