hypergear

Well, I do turn bearing housings, shafts and wheels on special orders, so you can order any wheel sizing preferred. Parts came from every where obviously, came from reconditioning turbos and been shafted, I know exactly where certain manufactures would stuff up. It sounds like I'm just assembling cores, but importance is I get to check if all parts are made to specs, if castings are right, all clearances and runout are right, balanced ok, bearing pack sounds before passing onto clients. Building test cars, doing dyno testing and sponsoring drift cars is all parts of QC, so I get to know how a particular package performs before selling. Yep, its slow and ineffective way of production, but I prefer less headaches.

I hate to interrupt, there are enough internet rumors. I do build every single CORE in house that leaves my workshop including the one that you are using, as well as engineering work done on your turbo housings. Reason been is I got shafted badly by a turbo joint 18 years ago when the business first started. I since trusted no one when comes to selling anything under my name, or I just don't touch them at all.

Updating results: Today we’ve tested the 3rd custom turbine shaft for this compressor. New turbine have managed to pull 568rwkws at 29psi E85 fuel at a point that no more power could be made, which is 71kws gain over standard G30-900 and within 220RPM @ 20psi in response. In comparison to all 4 turbine wheels including original G30, current turbine is 17kws short compare to sample 3 above, but it has similar drive ability to original while making significant gain in mid top rev range. Vs UHF57 above Dyno video:

This might be interesting for some people whom after abit more then a G30-900. This is a comparative graph running an G30-900 copy Vs G30-900 revised (Ss3ProR). Very similar in response to a G30-900 while making 71kws of extra power. Test car is on a Rb2530det run both turbos to a point that no more power could be made. T3 .82 rear housing, E85 fuel, Hub dyno tuned.

Uploading dynot results from last week. This is our in house built G30-900 Vs two of our revised versions of G30-900. Pretty interesting as current prototype turbine with +2mm dia managed to make 88kw over standard G30 turbine. Green is another revision of G30-900 with a more free flow turbine aka ATR43SS3ProR. All three cores uses T3 .82 turbine housing. Latest prototype also shown +500RPM of lag, I do have one more prototype turbine to test, hopefully closing that gap alittle. test car is our Rb2530det R33 GTST with cams.

Differences will be minimal. If U do have concerns go for geninue core.

A quick note that we will be releasing popular Rb25det hot side bolt on G / GTX configurationed turbochargers, including internally gated, externally gated and externally gated plumb back versions. Geninue core can be supplied at additional cost. Link below: https://hypergearturbos.com/product/rb25detgngtx/

We do offer a smaller G2 version of high flow that works with factory boost levels and tune. It will be maxing towards 250rwkws once tuned however. Also we build custom G / GTX style of bolt on turbos by request, the biggest that would work internally gated would be an G30-660, G25 turbines are too small for Rb25det motor.

The latest UHF55mm have out performed G30 turbine extremely well on my Rb2530det using a T3 .82 rear housing carring a G30-900 compressor wheel. It will be alot more responsive in comparison to a GT35 turbine in 1.01 rear while making about the same power. This turbine wheel and rear housing is currently out of the test car, I can swap them into your current turbo for some feedbacks if interested. PM for details.

Spacer is only required for T51R modded housings.

The one on car above is .63 which is also more responsive

The latest version of bolt on would be the ATR43SS-2 models, turbo is more responsive and has higher power capacity. We have a member in NZ did a built recently with it using the external gate plumb back setup that made a pretty healthy 311rwkws on P98 fuel. Anyone got a link to his build? R33NZ.mp4

ATR45 was an initial model similar to a TD06H-25G, the ATR45SAT in T3 .63 rear housing was developed few years later made to fit Rb25det engines. Current model has better response then earlier models.

First of all, the rant blocked everyone whom left possitive feedbacks and removed their comments. Its a none brainer to workout that guy got issues reading at post he's ranted about others. We've built alot of turbos for the past 19 years, some of the big ATR45 turbos are not made for Rb25det, since they all T3 people just fitted and used them any way. Current models are even more responsive, once fitted to a proper setup. Put it in this way. if you found current model ATR45SAT extremely laggy, send it back and I will refund you in full.

Posting update. This is a revision of G30-900 turbocharger. Third revision managed to pull 95kws more on top of the original G30-900. Recap: Car used for test and tune is an Rb2530det powered R33 GTST. Engine Specs: Rb25det head with forged Rb30det bottom Forged pistons and con-rod Upgraded Valve springs HKS 256/ 264 drop in cams Fuel system: 1650cc Bosch fuel injectors Two 460L fuel pumps ECU: Haltech ECU 5-0 Trigger kit Turbo side: Hypergear ATR43SS-3 Prototype turbo 6 boost high mount exhaust manifold Turbosmart 50mm external gate 3 inches road legal turbo back exhaust with 2.5 inches cutout pipe for testing purposes only. Hub Dyno Tune: Chequeredtuning Victoria Car makes just under 300rwkws by 4000RPM in a standard 5 speed manual, peeked 586rwkws on E85 fuel. Turbocharger is not maxed, I will add more boost into it when my build box is back in action. Comparison graphs to the original G30-900 will be uploaded in comments coming week. Dyno video for now:

The ATR45SAT if you are going to run it on Pump 98 fuel with a very free flow engine setup on a very healthy standard engine you will likely be making 280~300rwkws mark and up to 350rwkws on E85 fuel. Turbo is capable of making 400rwkws on externally gated on E85 fuel. Housing sizing has been updated. The inlet size is 3 inches and outlet size is 2 inches. Hot side is T3 that fits your standard exhaust manifold and dump side is 6 bolts that fits factory dump pipe. Turbo comes with braided oil line, banjo adapters and oil drain adapter. Client result from Uni group. R34 4 door, with front mount cooler, 3.5 inches turbo back exhaust, 3 inches metal intake pipe, fuel system upgrade and programmable ecu. P98 fuel 307rwkws @ 20psi

Yes this is a member from NZ. Thats using the turbine housing external gate kit plumbed back, currently sitting at 311rwkws @ 22psi on P98 fuel.

I might have misunderstood the question. In my opinion, external gate bleed off factory exhaust manifold should make more power as it is restrictive towards the turbo flange

Good to see you've rose this question. How much power the engine makes is determined by how much air this engine system can flow in a given period of time. So at given boost pressure a more free flow system processes more air, burns more fuel and makes more power. It is the reason that when identical turbochargers were built, cars that ended up with more power always had a better flow engine system. So you plumb the gate back, then exhaust flow will still be restricted by capacity of the exhaust. I've attached a dyno result from an earlier run which is External gate V External gate plumb back with nothing else changed out of a 3 inches turbo back exhaust. So in a simple answer, Externally gated system makes better power. Older ATR43SS-2 turbo: Green: External gate V Blue: External gate plumbed back

The 21U turbo is too small for a RB2530det engine. It can work with one of our externally gated 6 bolt .82 rear housings. The housing comes as a kit with screamer pipe and turbosmart 45mm gate.

-ENGINE: RB25Det Neo -CAR MAKE: Nissan -MODEL: R33 GTST -ENGINE BUILD SPECS: Forged bottom end with upgrade valve springs. -INJECTORS: Bosch 1600cc injectors with twin 460L Pump -TURBO: HyperGear ATR43SS3ProR in T3 TS .82 rear housing -CAMS: Stock rb25det -FUEL TYPE: E85 fuel -AUTO/MANUAL: PPG 6 Speed sequential -Diff: Stock -TORQUE: 755Mn -HUB or CHASSIS DYNO: Hub dyno -POWER OUTPUT: Green ATR43SS3ProR 512rwkws @ 27psi Vs Purple TD06SL2-25G 437rwkws @ 27psi (Before turbo upgrade)

Updating results. This is from our ATR43SS3ProR model in T3 TS turbine housing. This turbo can be considered as an upgraded version of a G30-900. -ENGINE: RB25Det Neo -CAR MAKE: Nissan -MODEL: R33 GTST -ENGINE BUILD SPECS: Forged bottom end with upgrade valve springs. -INJECTORS: Bosch 1600cc injectors with twin 460L Pump -TURBO: HyperGear ATR43SS3ProR in T3 TS .82 rear housing -CAMS: Stock rb25det -FUEL TYPE: E85 fuel -AUTO/MANUAL: PPG 6 Speed sequential -Diff: Stock -TORQUE: 755Mn -HUB or CHASSIS DYNO: Hub dyno -POWER OUTPUT: Green ATR43SS3ProR 512rwkws @ 27psi Vs Purple TD06SL2-25G 437rwkws @ 27psi (Before turbo upgrade) Dyno Vid: draft_11786942234_1642560952_5e5fc90b-0b32-4e87-81d1-bf9790119886.mp4

I personally think Measurement in volumetric makes more sense, eg. 8cm^2 10cm^2 housings form Mitsubishi turbos. R is measured as center of the turbine wheel to center of nozzle throat of where Area is calculated. Installing larger turbine wheels without distorting the layout of the turbine housing makes no changes to A/R. When comes to milking power out of little 21U R33 turbine housings I usually remove a section of the nozzle for extra flow. Alteration in reposition of nozzle throat increases A/R in the way of how it has been calculated. I did a bunch of FNT T3 .82 rear housing 13 years ago by adding a piece to the nozzle moving nozzle throat further down the snail, that counts as decreasing A/R of the housing. It did make a difference to in response however. OP6 gets really laggy once the nozzle is removed (A/R+), I usually leave the factory layout.

Yes the external kits bolts on stock exhaust manifold and fits factory front pipe. Fits R33 and R34 chassis only

Yes, They can be built as an internally gated stock hot side bolton unit. External gate / External plumb back kits are also available.