With this, I'm assuming that although efr turbos spool faster to a similar sized gt-r turbos, Garrett developed the gtx-r to counter the advantages of efr turbos.
One basically sees in the posted graphs what you are saying, as the gtx model has more high rpm hp and tq, though the spool difference is still the issue with either garrett, and the gtx can't counter that spool advantage. In the 2 earlier graphs the even with the smaller a/r housing garrett GT-R model is worse for spool, being about 500 rpm later than the EFR. The other graph shows what that means for hp and tq which is earlier tq and hp for the EFR. Once the garrett catches up at around 3800 rpm the hp and tq curves are similar (garrett has a little more from 3800 to 5250, then EFR has a little more to redline).
With the GTX-R with the larger a/r housing late spool gets even worse. The EFR is now spooling about 750 rpm earlier. That means for example, that at around 3400 rpm the EFR is producing 25 psi versus the garrett with 10 psi, which translates into about 100 more hp and 150 lb/ft more tq. At 4000 rpm the GTX catches up and then leads the EFR with about 25 more hp and tq, getting a little less as it moves to redline.
Taking all that aside, the area under the torque and power curve is the best measure of performance for a street car. The EFR wins both there against both turbos, again due to it's significantly broader curves that just result in more total overall area.
Plus, as I said earlier and noted in other sources, these tests do not show how the super light EFR turbine wheel comes into play, which is in very fast spool, be it for the early spool or for just hittiin the gas at any time, including shift recovery times. The responsiveness of the EFR on the street is a big advantage.
Im just sick of the EFR bandwagon.
It's the new thing, but them and Garrett are on par with each other.
Only you could see these as on par. And you've always said such so I don't expect any change.
But for the sake of the forum, the garret's may show well against EFR's in peak hp and tq #'s and where those two single #'s come up on dyno graphs, but that is it. I don't know where you get it that Garrets hit max boost sooner, so wrong. They don't compare to EFRs for area under the curves, early spool, or fast spool, all of which in a street car are the most important measures. There is a reason that so many people are talking about and using the EFR's,..... in many different car platforms, from civics to GT-R's.
If the OP wants max hp and tq, then one can get a bigger EFR, end up with similar initial spool rpm to the GTX above, but also get more hp and tq over that garret. The 7670 is rated to flow 64 lbs/min. And there are bigger options.
