hypergear
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Everything posted by hypergear
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It depends on what sort of power goal you are after. For a stock alike respons turbo for about 235rwkws we can just high flow it. Or you can go for our new .63 ATR43 RB2x bolton turbo series with GT307x BB or Sleeve bearing CHRA depending on your bugget.
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Send in your stock GTR turbos we can high flow GTRS CHRA into them and every thing bolts back. Lot better then SR20turbos. Also stock SR20 turbos are running off .64 rear and 270 degrees thrust. Plus nothing fits. But if you really want to run SR20 CHRAs we can machine your housings to suit it so every thing bolt on no fibrications required.
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We normally slot the actuator bracket about 5mms down. Then we can adjust the pre-load. The actuator is a analog valve it opens slowly refer to the amount of boost its getting. So by pre-loading you can get it to start open slightly latter for better response down low. -
Chris You need to slot the actuator bracket and pre-load it about 3mms and you should get about 9psi with no boost controller. You will get a different boost response once you done that. We do that to all the actuator attached RB turbos sent in for high flowing. also if you run a bleed valve with higher boost settings it would also affect alittle bit on response.
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yes we do.
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I thought I mention it. The other thing that with boost drop could be the compressor is out of puff assume the turbine housing is big enough. Which is probably why you don't really see boost dropping issues when running big turbochargers. I've noticed that on few SR20s who's running ATR28G3 and G4 turbos that developed a issue which the stock rubber intake pipe gets sucked shut over certain boost range. So boost rise to 18psi and drops back to around 15psi. this issue gets solved once a metal intake is fitted. For most people who's experiencing "boost dropping" issues on RB25s are mostly with smaller turbochargers running on 60mm and 71mm comp wheels. which really do make me think back to the above situation which the compressor is not be able to supply enough air to actually support above 20psi to a 6cyc engine at high RPMs. I think this matter would be in the turbo design, The compressor of the turbo needs to be large enough to flow the right amount of air to support its application with the right turbine to dispatch compressor flow. This really leads me to think some of the early HKS turbos are not made as a very balanced setup or is not engineered to produce high boost efficiency on the RB25det.
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Yes but that was in stock R33's turbine housing. Now they are running in a .63 T3x rear housing, The spec of it is very similar to a GT3071. So it should make around 260rwkws at 18psi of boost on 98 fuel
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Well stock turbo won't make 520HP. Bigger turbos will creat more lag. This is a G4 profile, made for 300rwkws. We also have this in G1 and G2 profiles which are rated 350HP and 450HP. The G1 would have very similar response as the stock turbo to produce max of 240rwkws, G2 is about 300RPM laggier but but its good for upto 270rwkws. Price wise This turbo is $1300 to complete. With normal Turbine housing which comes out in a Vband rear is $1050 internally gated. or $950 externally gated with a 5 bolt flange.
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The Very first ATR43i 520HP G4 in T3 .64 Turbine is complete: We'll be making few more different A/Red turbine housings in the next few weeks. We will also be engineering a 650HP profile CHRA to suit a .84 Bolton Rear housing.
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Is this a proper build turbo or a ebay special? assume is a proper build turbo. The other reason for it to leak would be oil drain related. The turbo runs off a gravity drain system, So when you do see smoke it means the drainage cell on turbine end of bearing housing has been filled. unless bearings are worn which allow movements to the shaft its very rare for the seal it self to fail. For ebay specials. It could be vibration from bearing and shaft tolerance, broken seals from bad materials, faulty bearing housing, bad oil division and so on. This is what a oil seal looks like:
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Well oil seal it self won't fail. Its just a stainless steel circlip. Its the bearings that fails, Then it lose control of oil flow and cause 0il to hydraulically leak through the seals. To check the condition of turbo, simply move shaft up and down then left and right for shaft play. Should not have any thing above 20thou.
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Today got the turbine housing made. It is .86 in a T28 which is equivalent to a .63 in a T3x. It is bolt on to stock T3x manifold and 6bolt dump.
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Yes. Should have one made today in .63 rear end. Price wise they are $500 each. I need your turbo back to match the profile to suit its turbine wheel.
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Yes This model made for bolton application on a RB2x engine. There are 4 profiles for any thing from 240 to 300rwkws
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Compare to ATR28G4 it has lighter turbine with shorter bearings. So it should have slightly better response. I might update this CHRA into the ATR28G4 once its been evaluated. Turbine housing is getting made. I'm going to swap this 2x with my existing high flowing customers. probably Geraus and SS8_Gohan for some dyno and evaluation results. For time been we will still be using proven ATR28 CHRAs. Price wise I don't know at this stage. depends on how much it cost to build the rear housing.
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Modyfing Actuator To Run 12psi
hypergear replied to Astro Bear's topic in Engines & Forced Induction
Yes that can be done. Just file the bolt wholes on the actuator bracket 5mms down, then pre-load the actuator about 4mms and you can adjust to get around 0.9Bar of boost reading on the gauge. We do that to all the high flowed turbos that we make. -
This is a prototype ATR43 G4 520HP CHRA. It runs on shortened bearings and weigh reduced turbine for maximum response. engineered to produce about 300rwkws at 20psi on .63 ATR43's turbine housing using RB25det engine with supporting mods. The smaller one on the photo is ATR43 G1 350HP CHRA. Its made for 240rwkws with excellent street response.
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ATR28 is also avaialble in .58 and .63 T3 rear housings to suit Rb's manifold.
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The .63 TR43i is made to produce 300rwkws. For the RB20det engine .58 T3x ATR28G3 internally gated is a better option. They can make around 260rwkws on stock RB20det with excellent on road response. Price wise it cost $100 more. In Garrett range its some thing in between GT3071 and 76.
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Its similar sort of CHRA. Rear housing is different. It will be a.63 Rear housing. that we made our selves. I'm plaining to make 4 different types of CHRA with 2x different sized A/R housings. which are powered from any thing at 230rwkws to 330rwkws depends on driving ability. I will post some photos once I get the housings finished.
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The guy got EPAed and defected on the way back from SA. its going to be a while before it go back to the dyno. Hoo and by the way there are plenty of ATR43's progress. The laser cutters finally got our flanges ready. So just matter of putting them together now. should have 2x samples done by weekend.
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Well if you run around 10~12psi of boost with factory ECU is fine. The VG30's got .63 rear end which is very good for high flowing. But to get that 280rwkws you need injectors, fuel mods, ecu, afm and etc.
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I think HKS wanted that turbo to be noisy. see the surge slots on the comp housing. as in the angle of where they are and how they sits. this thing will be howling very loud when air pass by. Been told by our engineer that this turbo's going to make lot of noise. I sent the core to Garrett for bearing analyze and been told its fine before went ahead with the repairs. it should be all good.
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Just $800 to high flow. with the VG30's rear housing it can be high flow it to produce around 280rwkws with supporting mods. I haven't had VG30 turbos been BB yet. the topic says its VG30 ball bearing turbo. so maybe a unusual version.
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Its dead needs to be highflowed or replaced. BB turbos are not suppose to have any play. There are only 20thou between wheel so its probably touching its housing.
