Since the R33 GT-R was acquired with a knock-off, TiAL-style blow-off valve, we figured why not insert a TurboSmart unit here as well to ensure all boosted air is where it needs to be. The GenV Race Port with female flange features billet 6000 series aluminum construction, quick-release V-band collar, mil-spec hard-anodized valve guide and stem, and twin 1/8-in NPT reference ports. The GenV Race Port valve also features a 2-in inlet flowing over 330 CFM, and a high temp silicone Nomex diaphragm. Back at MKC’s dyno, we were excited to check out the Borg Warner EFR 8374, and see what it could do in the power and response departments. And we were going to start playing with boost numbers to get well north of 300 WHP, with the hopes of getting closer to 400 WHP. We’re loving the custom twin-tip exhaust MKC did for us, and you may notice the sexy Enjuku-sourced GReddy rear differential cover on there, which we’ll discuss at a later date! The blue line was where we were originally with the 67mm Boost Lab turbo that the car was equipped with from its previous owner. We had to stop at such a low power level because we were essentially out of injector (they were stock). But by the time we’d swapped out the fuel system, we’d changed everything in the turbo and manifold department, too. Unfortunately, just a few days before getting to the dyno, the car started to feel sluggish upon acceleration. You can see it because it was easy to reproduce on the dyno, too (ugly red line!). Sadly, we initially weren’t going to see anything close to our blue baseline.
It was very puzzling. We didn’t know if it was the clutch, the wastegate, or the turbo. But you can see the massive power dips, compared to what we had before with the blue line. It stunk because I was so excited to feel this new Borg Warner turbo/
Full Race Engineering manifold setup!
One very positive thing we could see is that the BW 8374 turbo/ Full Race manifold combo was showing much improved turbo response already when compared to the response “tuned” blue line (67mm w/ HKS-style manifold)—about 300-350 RPM worth–and Chad had barely even started playing with the EMS.
After a bunch of research and numerous calls and emails, MKC figured out it was the cam angle sensor (aka CAS), which was still the original. Since we didn’t have another unit, they outfitted the internal disc with an AEM unit and reconstructed it with a thorough clean and…(drum roll)