hypergear

RB25det with same turbo will archive full 24psi of boost by 3800RPM. But obviously we recommend .82 housings for BR25det as its limiting power out put. RB20's are ok with .63 rears due to smaller engine size.

Its running a TB34's turbine wheel with a 60mm comp wheel, sleeve bearing oil cooled. should be ok for about 230rwkws on a RB25det with reasonable response. Obviously the same sort of HP rating is archived today with even better response of a HKS2530. Brought back quite bit of memories, we've started with similar sort of wheel combinations in our retired TR43 4 years ago. Same HP is archived today with ATR43SSG1 with heaps better response. You sort of see how business moves alone and updating their product range for better through time. Well if there are no shaft then its still a good gear at a cheap price.

I'm fitted my own AFM in between cooler piping today. Pretty easy: You need 4 clamps, and 2x 3 to 2.5 inch reducers. (we can supply them for $50) and a metal 3inch intake pipe made out of 40cm long 3inch aluminum pipe with a 45 degrees 3inch rubber hose: I apologize if the heat wrap looks crap and funny. lol (found it pointless having a big cooler if air's picking up heat again through piping). Also we can install a big 32mm disc and machine 30mm internal gates @ $100 for who ever wants to get it done.

That depends on the size of the wastegating port and gate flap. Force = Pressure x Area So the bigger port and gate you have the greater force is required to keep it shut through the actuator or other means. Stock housing's only got 24mm gate, ATR43 housing's fitted with a 30mm gate. So the actuation level varies with the same spring tension. Overall smaller wastegates are more likely to gain overall control with an actuator only with smaller wheel combinations on smaller engines. Larger wheel combinations requires greater sized gate to eliminate uncontrolled boost spike but harder to gain overall control. Which is why waste gate controller was introduced.

The actuator has the same spring as in the large can actuators. Unfortunately stock comp housing does not have the clearance to fit the large can housing. So I’ve pressed the same spring into a smaller actuation housing. The result would be identical. With the waste gate controller. It can be loaded or adjusted to give effects or un-loaded to give no effect. It will still be working with a high pressure actuator. You will likely to archive the highest exhaust manifolds pressure reading in 4th gear. Ie: Cars with smaller wastegate port or restricted dump pipe spikes the most in 4th and 5th gear. Means if you can get boost curve to hold steady by pressure dispatching limitation in 4th / 5th then it will unlikely to spike during lower gears. This method changes the traditional external dependent analog operation into limited / none dependency mechanical operation. The only car that has been on dyno with it is the 290rwkws PU high flowed unit. Unfortunately I wasn't present during time of the tune, plus turbine housing used on it was in .82 with GT35 spec turbine wheel. I've been informed by Nick that he did not experience boost drop at 19psi as you can see the power curve did not go flat or tip down towards red line. Other thing mentioned is PU housings are equipped with 30mm internal gate with a large flap to total eliminate un-controlled boost spike. I believe the wastegate controller is the only solution in stabilizing boost control with internal wastegate setups. Any way I'll be seeing Mark next weekend to check out his actuator and integrate the wastegate controller to his current turbo.

The turbo is running in .63 rear housing. the actuator on it has a 1.3KG spring loaded. You will definitely get a boost drop due to intake pipe restriction. It doesn't necessarily shut in full. But more partially shut in different areas. You will get a higher boost reading with a 3inch metal intake pipe and a slight adjustment with actautor pre-load, or actautor pre-load along. The later versions runs a waste gate control valve like what i've made for Ric's car. I've made one and tried to ring you today for pickup had no answer. Once that is installed you can hold what ever boost you want. Please ring me and organize a date and time to pick up this part.

A working stock BOVs are fine. regardless of how much boost your run. Boost pressure forces the piston to shut. So less likely to leak at high boost. Problem is the BOV must be plumbed back after the AFM for stock setups, which factory rubber hose is a big restrictor and problem for high powered applications. Or It will suck in unmeasured air causing erratically idle and engine "power off" on deceleration. So you don't have to worry about leaking as long as you retain stock vacumm setups. Or aftermarket atmospheric BOVs must be fitted before the AFM, means AFM needs to be shifted in between the cooler piping.

You are going to need a 2.5 inch to 3 inch reducer pipe in 45 degrees, connect that into a 3inch straight metal pipe, then a 3inch straight hose to AFM with a good pod filter fitted. Stock BOV is a big problem. Once stock BOV is disconnected from factory intake pipe it will "not leak" but instead sucking un-measured air in before hitting with positive boost pressure. So you can either fit a One way valve in between the vacuum source or get a aftermarket BOV. To do either of that you must re-locate your AFM into cooler piping, Block off the factory BOV port and fit your BOV before the AFM. else it will affect idle on deceleration (or you can decelerate in gear which will has no affect on idle).

Other thing needs to be mentioned is that ATR28G4 unit is running a .82 turbine housing. The one with full boost at 3500RPM is running on .63 turbine housing. .82 turbine bousing based boost and power curve should be: http://www.digi-hardware.com/images/dynosh.../atr43360hp.jpg All the new ones now has the wastegate controller lever, which allows you to run 20psi+ in a steady curve. Also get rid of your stock rubber pipe. You can't get a decent tune out of that, it will suck bend and suck it self partially shut in random shapes. impossible to get get a constant air flow and reading. I've chucked mine out and replaced it with a 3inch metal pipe. Heaps of difference in power and response.

The profile that we are building is in 3576. Not 3076. So it is infact larger. For ATR43G3 Sleeve bearing profile vs BB GT3076s in idential turbine housing and engine. you find results are very close. Also this profile is available in BB using GT3076 CHRA. Which makes it idential.

Well if you are installing injectors and ECU on the same time as the turbo then do get it fully tuned which it will appear to have abit more lag then what it should have. You do not have to get it re-tuned unless you are changing other things to the car. With run in, just thresh it hard as your can if possible for 100kms. Or just cruse it on low boost for 200kms.

Its preferred that you drive it for 200KMs before tuning. But if you didn't you do not have to retune it after 200kms. With the stock comp housing, you ended up with half mm each side of the intake pipe. lol. But do run it with 3inch intake pipe, stock pipe will restrict power flow.

ATR28G4 is idential to ATR43G3 .82. should get 20psi by 4300RPM.

Paul: Thanks for the photos. Plesae try to drive it for 200KMs before dyno tune, you will get more responsive result. Please let me know what you get. Cheers. Cran: Make sure wastegate it shut tight with 3mms of re-load, also Please make a inch metal intake pipe, you will notice heaps of difference. and check your BOV to ensure its not leaking.

the .82 turbine 3576 56T is the absolute largest profile you can fit into the stock comp housing. Full boost around 4300rpm

Just want to add. I've seen this turbo in person yesterday at Sams. It is in perfect condition. Its a TR43 in .58 rear not the i version in .63 with bigger wheels. its bested suited for RB20 or 4cyc engines. Dynosheet based on RB20det: Good luck with your sales.

For every one's inquires: DaveO47: The Viva turbine housing is finished. I'm designing the wastegate part of it at moment. It needs 2x actuators to operate, the brackets that needs to hold and make them run in sequential order is quite complicated, still work in progress. Will post some photos soon. Harey: Yes this is a customized turbo running GT35 spec turbine wheel with a 76mm 56T comp. Yours is been built the same spec. Urtwhistle: Great to know every thing's running. Also please note the stock RB25's intake pipe will restrict your power flow. Please have a 3inch metal intake pipe with a pod filter installed when dyno tuning. will make lot better result. Skyling01999: Not much difference. UP high flow is ATR43 SS1, SS2, G1, G2, G3 or custom 3576 profile using stock comp housing only. BlaikierR33: Compare to TR43i the ATR43's got the latest and updated wheels, they got greater boost efficiency, and they bolton to most of OEM RB25det's setup. Zebra: ATR43 .82 turbine has been the same shape except the current ones got bigger wastegate flap with manual controller. Geraus: I can do a PU high flow with 3576 profile. Let me know when you are ready.

This is a reading out of a PU high flowed turbo in Max power profile based in .82 bolton turbine housing. Made 290rwkws on 19psi. The car's dyno tuned straight turbo installation which is supposedly to be tuned after 200KMs of driving. So the actual curve should be shifted by 300RPM or 8.5KM/H to the left after run in. I think it can squeeze out another 30kws on 22psi. Customer's very concert about his engine so we left as it is. Its a 95 R33. Car's got PFC, 550cc injectors, Z32 AFM, 3inch exhaust, cooler and usual stuff. So 300rwkws on stock comp housing that looks EPA legal is achievable.

Good for high flow. can make some power out of that. But not worth to repair.

Here's a reading out of a PU high flowed turbo in Max power profile based in .82 bolton turbine housing. Made 290rwkws on 19psi. The car's dyno tuned straight turbo installation which is supposedly to be tuned after 200KMs of driving. So the actual curve should be shifted by 300RPM or 8.5KM/H to the left after run in. I think it can squeeze out another 30kws on 22psi. Customer's very concert about his engine so we left as it is. But any way, 300rwkws on stock comp housing that looks EPA legal is achievable.

With the 56T 76mm comp wheel I've had a customer making 282rwkws with stock comp housing. The main difference in result compare to a .70 comp housing is that you get more mid rang but sort of flat top end. Or we can extend the stock comp housing and make it into .70 A/R like what we do to stock R33's turbine housings.

We can build a with 3076 profile BB or Sleeve in .82 turbine housing with stock comp housing. Run that with a high pressure actautor and wastegate controller. With about 21psi flat you should get 300rwkws. Full boost at 4300RPM. Other option is run GT35 turbine with 76mm comp in stock comp housing. This would be abit laggier but will produce lot more torque then running GT30 turbine wheel.

Pu High flow in .82 turbine housing. Fits upto stock manifold, dump, lines, capable of upto 300rwkws and still have Nissan comp housing.

was the car running 100% before the SAFC was installed?

Sounds like turbo blades are eating into its housings. Remove intake pipe and check the comp wheel.