2.0 EFR 7670 Build

[PreciseD]

Hi Guys,

I am in the middle of a pretty large build and wanted to post what I plan on doing and the steps it takes to get there, along with the results. This is mainly about the engine build but I have some other goodies going on the car (RS4 Cluster, ECS Stage 4 BBK Fronts, ECS Stage 3 BBK on the rears (designing and making my own brackets) and some other custom parts) and I will post them once they are installed.


I am working with Redline Speed Worx to do an awesome build and here is what I am doing. My ultimate goal is 600 AWHP and I think with this setup I can get there.


Engine and Exhaust:

Integrated Engineering Custom 2.0 Stoker Short Block (IE Race 1000 model)
Integrated Engineering AEB Stage 1 Head
Integrated Engineering Street Cams
Integrated Engineering Manifold w/ Hemi 80mm Throttle Body
Integrated Engineering Oil Pump Kit
Integrated Engineering Billet Timing Belt Gear
Integrated Engineering Catch Can
Integrated Engineering Stage 3.5 Timing Belt Kit
Integrated Engineering Billet Pulleys
Integrated Engineering FSI Coil Adapters
Full-Race Twinscroll Tubular Manifold
Borg Warner EFR 7670 .92AR IWG
Full-Race Billet Wastgate Actuator
RSW Custom FMIC (PT Core)
RSW Custom Down Pipe
Tial 50mm QR BOV (Recirc)
Accusump 2QT Accumulator
Accusump Turbo Cooler
ARP Everything
RSW Custom Turbo Lines
PreciseD Custom 3" exhaust with 3" boost dump valve
OEM R8 Coil Packs

Transmission :

RSW Custom 8 Puck Southbend Stage 3 Clutch w/ Flywheel
JHM 4:1 Center Diff
JHM Trio Shifter
034 Track Mount

Fuel and Tune:

Integrated Engineering Fuel Rail
034 "044" Surge Tank
Custom Return Fueling
"040" In Tank Pump
1200cc Bosch Injectors (UM Spec'd)
Custom United Motorsports Tune
UM 4" Pro-MAF
Snow Performance Stage 2 Meth Kit w/ 2.5 Gallon Tank

Braking and Suspension :

ECS Stage 4 BBK w/ 2 Piece Rotors (Front)
ECS Stage 3 BBK w/ 2 Piece Rotors (Rear)
KW V1 or V2 Coil Overs (Still Deciding)
H&R Sway Bar (Front)
034 Sway Bar (Rear)
034 Adjustable Upper Control Arm Kit

Interior Mods

OEM RS4 Gauge Cluster
Symphony II+
Euro RS3 wheel with Single Stage Airbag
ECS Boost Gauge
Euro RS4 Seats


If you have not checked out Redline Speed Worx they are doing some pretty crazy stuff and have one of the fastest TTRS's around.

Thanks to ECS, Full-Race, United Motorsports and Integrated Engineering for all of the help and great products you have supplied me with.

[Canton Racing]

Hi Guys,

I am in the middle of a pretty large build and wanted to post what I plan on doing and the steps it takes to get there, along with the results. This is mainly about the engine build but I have some other goodies going on the car (RS4 Cluster, ECS Stage 4 BBK Fronts, ECS Stage 3 BBK on the rears (designing and making my own brackets and) and some other custom parts) and I will post them once they are installed.


I am working with Redline Speed Worx to do an awesome build and here is what I am doing.


Engine and Exhaust:

Integrated Engineering Custom 2.0 Stoker Short Block (750HP model)
Integrated Engineering AEB Stage 1 Head
Integrated Engineering Street Cams
Integrated Engineering Manifold w/ Hemi 80mm Throttle Body
Integrated Engineering Oil Pump Kit
Integrated Engineering Billet Timing Belt Gear
Integrated Engineering Catch Can
Integrated Engineering Stage 3.5 Timing Belt Kit
Full-Race Twinscroll Tubular Manifold
Borg Warner EFR 7670 .92AR IWG
RSW Custom FMIC (PT Core)
RSW Custom Down Pipe
Tial 50mm QR BOV (Recirc)
Accusump 1QT Accumulator
Accusump Turbo Cooler
ARP Everything
RSW Custom Turbo Lines
AWE Cat Back Exhaust w/ Black Chrome Tips

Transmission :

RSW Custom 8 Puck Southbend Stage 3 Clutch w/ Flywheel
01E Drive Train w/ JHM Carbon Kit (Maybe)
JHM 4:1 Center Diff

Fuel and Tune:

Integrated Engineering Fuel Rail
034 "044" Surge Tank
Custom Return Fueling
040 In Tank Pump
1200cc Bosch Injectors (UM Spec'd)
Custom United Motorsports Tune
UM 4" Pro-MAF

Braking and Suspension :

ECS Stage 4 BBK w/ 2 Piece Rotors (Front)
ECS Stage 3 BBK w/ 2 Piece Rotors (Rear)
KW V1 or V2 Coil Overs (Still Deciding)
H&R Sway Bar (Front and Rear)
034 Adjustable Upper Control Arm Kit


So far I have purchased everything but the Trans, Coilover Kit and 034 Control Arms as I am still deciding which one I want. I would also love to do the B7 S4 front end with RS4 hood but that's a future project.


P.S. If you have not checked out Redline Speed Worx they are doing some pretty crazy Stuff and have one of the fastest TTRS's around and work hand in hand with APR.

We are about to release a new Accusump turbo oiler that is more compact than the other one. It features a flow reducing fitting so that the oil is discharged at a better rate to be more efficient. We also have an oil filter canister cap that is nice way to plumb that Accusump. Part # 22-577

[Turbavanttro]

Solid build! And almost exactly what I have done. Only significant difference is I used the BW TS7064, the new IE V1 cams, and SEM intake. Right down to the tuning, your specs are extremely close to what is in my car now aside from what I mentioned.

Seeing that we aren't too far apart, let's plan to do a dyno session together when you are done, would be interesting to see the differences between your results and mine.

[PreciseD]

Sooooo what you mean to tell me is the turbo cooler I just bought last week is outdated? Smh


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[Canton Racing]

Sooooo what you mean to tell me is the turbo cooler I just bought last week is outdated? Smh


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Not in the least. We basically came out with a smaller version. It is the same exact design and function as the one you bought it is just smaller. The biggest complaint we got about the turbo oiler is the size of it because people want to keep them in small spaces.

[PreciseD]

Not in the least. We basically came out with a smaller version. It is the same exact design and function as the one you bought it is just smaller. The biggest complaint we got about the turbo oiler is the size of it because people want to keep them in small spaces.

Ok that is very good to know. I like the size of it now as it will offer more than enough cooling to my EFR. With my setup would you recommend the 1 or 2 quart Accumulator? I plan on driving this thing pretty hard and would hate to lose suction in hard cornering or acceleration.

[Canton Racing]

Ok that is very good to know. I like the size of it now as it will offer more than enough cooling to my EFR. With my setup would you recommend the 1 or 2 quart Accumulator? I plan on driving this thing pretty hard and would hate to lose suction in hard cornering or acceleration.

If you planing on driving the car hard bigger is always better. The 1qt will only give you about 15 seconds of oiling in a high G situation as opposed to the 2qt is closer to 30-45 seconds.

[PreciseD]

Yeah man that would be great. Did Jeff just do your tune? He said he got an A4 in the 700 HP range not too long ago.


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[Turbavanttro]

Yeah man that would be great. Did Jeff just do your tune? He said he got an A4 in the 700 HP range not too long ago.


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Yes, that would be mine :)

[Bische]

Yeah man that would be great. Did Jeff just do your tune? He said he got an A4 in the 700 HP range not too long ago.


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Yes, that would be mine :)

Now I have to wet my nose here, no disrespect(!), but noway. 700bhp on a 56lb turbo? Not even with methanol as fuel lol

If Jeff told you high 400's at 25psi/pump gas, thats gonna be BHP. I could definatly imagine 470-480bhp at 25psi/pump gas, just like Hansi's did 450-460bhp at 24psi on pump gas.

I would love to be proven wrong though Please post a log or a acceleration time in 3rd, I would love to compare some logs

[ILLGETYOU22]

Now I have to wet my nose here, no disrespect(!), but noway. 700bhp on a 56lb turbo? Not even with methanol as fuel lol


I would love to be proven wrong though

I wont prove you wrong here The gate actuator got changed, so we had to re-tune boost control.

Yep: 56lb turbo. You are not far off the mark. Physics is physics.

The ~700hp number was made based on the chosen injectors, 1200cc, as what we 'could' support.

-Jeffrey Atwood

[PreciseD]

I wont prove you wrong here The gate actuator got changed, so we had to re-tune boost control.

Yep: 56lb turbo. You are not far off the mark. Physics is physics.

The ~700hp number was made based on the chosen injectors, 1200cc, as what we 'could' support.

-Jeffrey Atwood

How did the new TurboSmart actuator work out?

[GOODBYNAAIR]

Happy to see the EFR really starting to make its way into more and more builds. Looks Legit man good luck cant wait to see the numbers.

[PreciseD]

Thanks Good. I was really trying to be out of the box with this build and the guys at RSW showed me the sweet light that is EFR. I think to date only one other guy did a EFR 7670 build but never saw anything past a start up video. Plus it was a TT lol


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[PreciseD]

If you have close to 700hp I can't wait to see what I'm going to get. Oh Just so you know I also stay in lower bucks some weekends.


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[Turbavanttro]

The dyno will tell. Jeff estimated my output based on the % duty cycle of the 1200cc injectors and the volume of airflow recorded by the ProMaf.

[PreciseD]

Yeah I think he is going to use your file on my car for the initial break in period then I need to take the car up for the full blown tune. Oh and I just checked with RSW about the Cam because I wanted the IECVA1 not IEVCA2 since it wont support the HP range I am in. On another note I am glad to see the EFR's are going well above the HP limits that BW said.

[DaSkorpion]

OP if I may ask, how much is RSW charging to do this project. You can PM me if you do not wish to post...reason I'm asking is I might be going a similar route in a few months. Thanks!

[PreciseD]

They use standard labor rates per Bentley and I believe they are @95 an hour. After looking around this shop is AMAZING and if you get the chance to check out their new facility "its so clean you can eat off the floor".

[PreciseD]

Got some pics of some parts

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[Jvt]

Got some pics of some parts
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WANT

[diagnosticator]

The exhaust manifold tubes are to large, and will reduce low RPM spool up response. It looks to me that is was built for looks and the design can't work as well as it should since it is not based on the physics involved with a twin scroll turbo. It is contrary to the purpose of having a twin scroll setup, IMO. That exhaust manifold is beautifully made, but is the wrong configuration for a proper twin scroll turbo.

[PreciseD]

The exhaust manifold tubes are to large, and will reduce low RPM spool up response. It looks to me that is was built for looks and the design can't work as well as it should since it is not based on the physics involved with a twin scroll turbo. It is contrary to the purpose of having a twin scroll setup, IMO. That exhaust manifold is beautifully made, but is the wrong configuration for a proper twin scroll turbo.

I am having a hard time believing that a purpose built twin scroll manifold will not work with a twin scroll turbo...

I was under the assumption that the physics of a twin scroll turbo/manifold are to separate the cylinders whose exhaust gas pulses interfere with each other and are not based on "tubing" size. Also if you have ever seen a Full-Race manifold they use Sch 10 Pipe (not tube) which is very thick so what you see on the outside is about 3/8" larger than on the inner port.

If there is something that I have missed I or not understanding correctly please let me know.


Here is a article from Modified.com

Twin-scroll turbo system design addresses many of the shortcomings of single-scroll turbo systems by separating those cylinders whose exhaust gas pulses interfere with each other. Similar in concept to pairing cylinders on race headers for normally aspirated engines, twin-scroll design pairs cylinders to one side of the turbine inlet such that the kinetic energy from the exhaust gases is recovered more efficiently by the turbine. For example, if a four-cylinder engine's firing sequence is 1-3-4-2, cylinder 1 is ending its expansion stroke and opening its exhaust valves while cylinder 2 still has its exhaust valves open (while in its overlap period, where both the intake and exhaust valves are partially open at the same time). In a single-scroll or undivided manifold, the exhaust gas pressure pulse from cylinder 1 is therefore going to interfere with cylinder 2's ability to expel its exhaust gases, rather than delivering it undisturbed to the turbo's turbine the way a twin-scroll system allows.

The result of the superior scavenging effect from a twin-scroll design is better pressure distribution in the exhaust ports and more efficient delivery of exhaust gas energy to the turbocharger's turbine. This in turn allows greater valve overlap, resulting in an improved quality and quantity of the air charge entering each cylinder. In fact, with more valve overlap, the scavenging effect of the exhaust flow can literally draw more air in on the intake side while drawing out the last of the low-pressure exhaust gases, helping pack each cylinder with a denser and purer air charge. And as we all know, a denser and purer air charge means stronger combustion and more power, and more power is good!

But the benefits of twin-scroll design don't end there. With its greater volumetric efficiency and stronger scavenging effect, higher ignition delay can be used, which helps keep peak temperature in the cylinders down. Since cooler cylinder temperatures and lower exhaust gas temperatures allows for a leaner air/fuel ratio, twin-scroll turbo design has been shown to increase turbine efficiency by 7-8 percent and result in fuel efficiency improvements as high as 5 percent.

Combine these benefits with a well-engineered tubular equal-length manifold and the design strengths of a twin-scroll approach can pay even bigger dividends. "Equal length" simply refers to the length of the primary exhaust manifold tubes or runners that the cylinder head exhaust ports breath out into, which should ideally be of equal length before merging at a narrow angle at the collector so that the gases flow smoothly together into the turbine inlet. This helps maintain exhaust gas pulse energy, resulting in better boost response and overall higher turbo efficiency.

[diagnosticator]

The problem with that manifold, is that the tubes are to large. The exhaust pulse energy that the twin scroll design takes best advantage of for accelerating the turbine, is not transferred to the turbine effectively as possible. The large tubes will dampen the magnitude of the pulses from the opening of the exhaust valves, because the exhaust will expand a lot in the large diameter tubes, reducing the peak pressure and velocity of the exhaust pulses, instead of the pulse energy being transmitted to the turbine.
For the most effective use of the pulse energy in the exhaust ports, the manifold tubing diameter should be only as large as necessary to flow the exhaust mass flow at the torque peak RPM, at maximum boost pressure, without having excessive exhaust back pressure. Exhaust manifold pressure will typically be 2 times boost pressure maximum Delta for best results, but the delta is best minimized as much as possible, while maintaining maximum pulse velocity in the manifold. It is a trade off balance between back pressure and pulse velocity in the exhaust manifold. The individual cylinders don't need tubing diameters as large as that used to build your current manifold, to handle the exhaust mass flow rate while maintaining the high exhaust pulse energy transmission to the turbine. The pulse energy moves through the manifold as a pressure wave. If the tubing diameter is to large, the intensity of the pressure wave, and the velocity of the pressure wave in the manifold will be reduced, and the pulse will be a lower energy value at the turbine. Manifold tubing 1/2 of the current diameter would be almost to large for best exhaust pulse transfer to the turbine, and still be large enough to flow the necessary exhaust mass flow rate at the torque peak RPM. The size of the tubing must be selected to prevent the exhaust gasses from expanding to maintain the pressure and velocity of the exhaust pulses at the exhaust valves to be transmitted to the turbine without decreasing the pulse energy. Not trying to provoke your ire here, but it is important to realize that the current manifold tubing diameter will cause less than optimum results with turbo spool up performance. I think it is better to revisit and reconsider the excessively large manifold tubes and fix this now rather than experience disappointing results when the setup is first driven, then wonder why it's not performing as expected. I recommend asking Borg Warner what they recommend for the tubing diameter for your twin scroll EFR turbo setup. Also, to prevent manifold failure, the turbo must be properly supported by brace brackets, not just by the manifold tubing.

[UFfitz56]

Didn't think the rs4 dash gauges worked with b6's?

[PreciseD]

Yeah they will work. Once I get it installed and all the glitches worked out I will do a write up including a link to the guy that is doing it.

[Turbavanttro]

No problem Bische, I hear you on that. I've always said its Jeff's estimate and I've also indicated how he came up with it (volume of air and injector duty). At this point I'm not really concerned about it and when I have a chance to get the car to a dyno, we will find out the real deal as far as whp.

[PreciseD]

Also on a side note the EFRs have outperformed the specs from BW. Guys are getting 750 or so from the 7670.

[Bische]

No problem Bische, I hear you on that. I've always said its Jeff's estimate and I've also indicated how he came up with it (volume of air and injector duty). At this point I'm not really concerned about it and when I have a chance to get the car to a dyno, we will find out the real deal as far as whp.

Will be very interesting to see your dyno

Also on a side note the EFRs have outperformed the specs from BW. Guys are getting 750 or so from the 7064.


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I would love to see that dyno sheet.

[PreciseD]

Google my friend. 583 awhp on an EVO. I would say that's pretty close to 750 at the crank.

Also I did my research and spoke with Full Race and BW to tell them my specs and goals and that's why I went with the EFR 7670 per their suggestion.


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[Bische]

Google my friend. 583 awhp on an EVO. I would say that's pretty close to 750 at the crank.

Also I did my research and spoke with Full Race and BW to tell them my specs and goals and that's why I went with the EFR 7670 per their suggestion.


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Yes google is my friend and I have consulted him many times regarding EFR's and their performance, but I am calling BS on 583awhp with a 7064

Look at the compressor map, a really efficient high octane running engine could hit 750bhp with about 65-68lbs of air, that wouldnt plot on the flow map - not even inside the picture lol

[daihashi]

Google my friend. 583 awhp on an EVO. I would say that's pretty close to 750 at the crank.

Also I did my research and spoke with Full Race and BW to tell them my specs and goals and that's why I went with the EFR 7670 per their suggestion.


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I'm late to this conversation, but the 1.8T heads don't breathe nearly as well as the DSM heads. An Evo is always going to make power much easier than our cars, and will be able to make more of it... if comparing two cars with similar mods.

[AudiA4_20T]

Could be on a Dynojet

[Turbavanttro]

Let's keep the thread on topic. Any updates>

[PreciseD]

Sorry I didn't know you are the expert on Borg Warner and the EFR line up.

[MMMB00ST_A4]

Sorry I didn't know you are the expert on Borg Warner and the EFR line up.

Bische is the expert on MOST things regarding our cars actually, haha. He could tune your car as well as Jeff will.

[PreciseD]

The engine is still with IE. They are doing the final assembly. Since I went with Custom JE pistons they had to wait for them to be built. I really hope that IE will deliver the intake manifold sooner than the projected End of July delivery date. I also am thinking that the car will be going under the knife in about 2 weeks or so. I will keep you guys updated. The guys at RSW are also going to be doing a in depth write up like they have done with other high end builds.

[MMMB00ST_A4]

On-topic post: I can't wait to see what the graph looks like for this setup. Very excited.

[Turbavanttro]

As I said in a previous thread about the EFR, I didn't choose it with a goal of achieving peak horsepower. I chose it to hopefully see a nice wide power range and power under the curve that is a lot better (hopefully) than similar sized alternatives.

I am happy enough to just let the dyno speak for itself. I mean really, who cares. Peak HP is over rated!

[diagnosticator]

As I said in a previous thread about the EFR, I didn't choose it with a goal of achieving peak horsepower. I chose it to hopefully see a nice wide power range and power under the curve that is a lot better (hopefully) than similar sized alternatives.

I am happy enough to just let the dyno speak for itself. I mean really, who cares. Peak HP is over rated!

Very true. The largest possible area under the torque curve is what makes acceleration happen, not the peak HP number.