For those of us not so well versed with the different turbo nomenclatures, Borg Warner’s 8374 may sound like a big turbo, but as you can see it’s actually not. Borg Warner’s names are the largest diameters of the compressor and turbine wheel (the exducer of the compressor and the inducer for the turbine wheel, if you will). If you want to know what the smallest diameters are–the inducer/exducer sizing for the compressor/turbine, respectively–think of the 8374 as really being a quick-spooling “6264” turbo. Perfect!
Another thing we cannot see in this pic above is the inside–where Borg-Warner technology really stands out. The bearing housing material is made of M50, which is military-grade, and the ceramic bearings are encased in silver for a true motorsport grade. This should come as no surprise since all EFR turbos were engineered for Indycar. This technology means these ceramic bearings can reportedly withstand more than 10x the thrust strength of traditional journal bearings!
Something else not visible is the fact that on the shaft inside are two oil control seals on each side, (instead of just the one more commonly seen in other turbos). This dramatically reduces the potential to have any leaking or oil burning.
I am really glad that you are not going for an all-out TQ number. There’s so much more to an engine than it’s TQ/HP number. Most people don’t really know that there’s much more to an engine than how much TQ it produces.
Case in point: Gordon Murray’s T.50 NA V12 revs at 28,400 RPM per second.
hi guys, thanks for the replies. Next two articles are in the works as we speak!
Joe, I think I understand what you’re saying with the 28400 RPM “per second”, as in the rate of RPM acceleration. Just so others aren’t confused, it’s like–when free-revving in neutral–it’ll *theoretically* rev to 28400 RPM if you floor/free-rev it for one 1sec. Murray’s actual [beast of a] car has a 12100 RPM rev *limit*, which is still insane for that size of a motor. And thanks for the compliments. Yes driving this car is so different from the Supra in every aspect, I’m just having so much more fun in it. I very much want to floor it more often than in the Supra (which is more of an “event”) since it is more top-end based. And I just love the RB’s sound, even moreso now with the wastegate plumbed back into the exhaust. Stay tuned as that’s what I discuss in the next one! 🙂 thanks guys.
4 comments
Great Article, Really excited to see how this goes!
I am really glad that you are not going for an all-out TQ number. There’s so much more to an engine than it’s TQ/HP number. Most people don’t really know that there’s much more to an engine than how much TQ it produces.
Case in point: Gordon Murray’s T.50 NA V12 revs at 28,400 RPM per second.
Tease!
hi guys, thanks for the replies. Next two articles are in the works as we speak!
Joe, I think I understand what you’re saying with the 28400 RPM “per second”, as in the rate of RPM acceleration. Just so others aren’t confused, it’s like–when free-revving in neutral–it’ll *theoretically* rev to 28400 RPM if you floor/free-rev it for one 1sec. Murray’s actual [beast of a] car has a 12100 RPM rev *limit*, which is still insane for that size of a motor. And thanks for the compliments. Yes driving this car is so different from the Supra in every aspect, I’m just having so much more fun in it. I very much want to floor it more often than in the Supra (which is more of an “event”) since it is more top-end based. And I just love the RB’s sound, even moreso now with the wastegate plumbed back into the exhaust. Stay tuned as that’s what I discuss in the next one! 🙂
thanks guys.