hypergear

Just works like a normal water cooled bb unit. Except it doesnt require water cooling. Made for cars with oil cooled only turbo setups.

Further developments. This is a Ceramic ball bearing ATR43G3SAT turbo that no longer require water cooling. Video shown turbo shaft rotation on RB25det Neo motor with engine start and shut. Super responsive.

I've been a trader on this forum for 7 years and been recommended by many for good reasons. We don't compete on this forum through bagging out other traders. For around 250rwkws application, high flow of factory turbocharger will do the job, it bolt up to factory spot, looks standard and that is more responsive then any of the GT30 or GT35 options. We have a big evaluation and discussion thread which covering different aspects of RB25det modifications as well as development in Rb turbochargers. Thread is indexed on page 1, and packed with member's results, feedbacks and options. http://www.sau.com.au/forums/topic/261613-hypergear-hiflow-service-continued/ We move a good number of Garrett turbos, and will be able to supply at a very competitive pricing. For any of the GTX range apart from GTX3071 is not recommended as a responsive option or to run internal gate with. You are welcome to give us a call or send in a PM for recommendations and latest pricing.

Well, I dont sell injectors. They are what I've personally used when I had the same car four years ago Also try: https://www.injectorsonline.com.au/ I've bought few sets from there and have been trouble free. See if they've got any thing suitable.

I thought they are re-branded SARD injectors. They were trouble free in my R33 for bit over a year before the 5x零 injectors went in. ATR43SATCBB internally gated for a RB25det cost $1650 to build, that includes braided oil line, high pressure actuator, and manifold spacer.

Get 800cc power enterprise dropin injectors. Adaptronic plug in Ecu would make tuning alot easier. It supports 3 bar map sensor so no AFM ATR43SAT Ceramic Ball bearing Rb Bolton turbo. That makes 20psi by 3550RPM 4th, maxed at 424rwhp internally gated on P98 fuel. Ok, this is the important bit, or you won't make my power: 4 inches induction pipe PWR 600x300x81mm cooler 3.5 inches turbo back exhaust. a Good tune

It is M14x1.5

Yes. I'm considering that. Seen few in the past few month but prefer some thing in better conditions. But need to sell at least one of my test cars first, running out of parking spaces.

Some more testing and evaluation results. This is our last BB ATR43G3SAT prototype turbocharger on R34 with P98 fuel internally gated. Note the linearness in power and torque curve to 5000RPM. Turbo made 308rwkws @ 20psi.

The one on the dyno is bush. The G3Sat is ball bearing.

ATR43SS2 making 294rwkws @ 20psi P98 fuel: Hypergear turbo z32 afm 770cc inj power fc ecu and boost t running 20psi Been working on few new prototypes G3SAT turbos running Hybrid ball bearing combinations lately. I think I'm hitting a wall of getting any better then 20psi @ 3550RPM without comp surge. The drive ability is great however. I might be giving it to Mr Richo and see if that improves his track times.

You did test one of my older turbos on the car, I have no complaints with that result. The new BB GT series was not tested on any of your cars and there is a big difference between the two. You can use Nathan's boost log to compare mine. I've fitted quite Garrett cores into M35 turbos since last year, more results will be in shortly. I will use factory turbo's base run for all boost comparisons. Stock Turbo in 3rd gear with boost controller: M35RV1 Third Gear factory solenoid :

Get C34. No M35 junk.

Regardless. M35RV1 (Garrett GT2971R). Full stock car with pod and 3 inches turbo back exhaust only: Red: After turbo upgrade in 4th. 218awkws @ 17psi Green: Stock turbo in 4th. 160awkws @ 12psi Orange: Third unfinished run. This is a super responsive turbo for the M35.

Of course your convert is locked from the start of the run with a switch. That made your unlocked run looked almost identical. Thats fine, I will have the same device installed, and will head back for another run. That turbo is quite responsive to drive, there's customer feedback on that, you can ask feedbacks from the previous owner of my car who has test driven that vehicle.

Sorry I can not agree with this. None customer was used as a test subject, private tests has been conducted and arranged by Scotty before any turbos has been sold. I have all dyno data of the early prototype M35 high flows conducted in 2013 Feb. The product is improving over time in various of directions like anything else. So there will be an gap in performance to earlier products. How ever I'm pickup components worth upgrading and try to minimise that gap for early customers as possible, and that is usually free.

Tuner advised my car has 17inch wheels which Scotty has 18 inches wheels with higher tyre profile. The wheel diameter makes the reading skewer to the left on a roller dyno, if I put a set of 20 inches on with high profile tyres, the results will be again different. 2ndly my convert doesn't lockup, what you are seeing there is partial throttle ramp before it comes to an lock then full throttle. Hence the differences on this car with free and locked converter on paper. Auto don't usually lock up on road driving, using an pulse locked converter, compare the unlocked runs of mine will give you an more accurate comparison. also notice 30kws differences at 70KM this is range where the auto uses mostly for road driving. My car made peed of 291awkws @ 22psi, while Scotty makes 300awkws @ 30psi. That is not that much of a differences for 8psi boost, and there is no way I'm going to run 30psi on a stock car.

I'm making changes while you persisted. While I'm the third person telling you the major fault with that spring hooked actuator design, and today let me be the first person to you there is a problem with your T3x 360 degrees thrust bearing assembly working with a big wheel in M35 comp cover. Ps. Compare with 17inch wheels and unlocked converter. then compare where the power is been registered down low. That will tell you where advantage of BB sits on a roller dyno.

LoL still haven't figured out the differences between cold and hot side turbo ends are Scotty , There are lot more then one way to firmly bolt the thrust plate in, the bolts are not must, and what does that has any thing to do with cold side wear? If you are just wish to pick whats CHRA components are made by Garrett, then I can tell you my whole CHRA is made by Garrett. About the cold side wear, this doesn't happen over night, it takes some time for it to happen. I've rebuilt other bush bearing high flowed M35 turbos had similar issues. Which is also reasons I've reduced my compressor size over time and ultimately moved towards Garrett BB cores.

True in applications when the trust wear is on hot side, when dealing with RB, SR, 1J, 2J and majority of engines M35 has an opposite scenario as the thrust flog is on the cold side as comp wheel is pushed into the thrust plate, and there is no room to fit anything under the back plate to stop that thrust wear. This has some thing to do with restriction in the size of the comp housing as well as the size of cams and inlet runners. Garrett has a new improved ball bearing cartridge this year specifically aimed to at this problem, which is what currently been used. And there is no comparison to BB response in factory auto on/off boost. As you already know the actuator tension on the M35 can not control boost creep in a free flow system. The only way to control that is by reducing the size of effectiveness of the compressor wheel or increase the efficiency of the turbine. Both methods will affect Maximum power as well as response. Any one can make an actuator bracket, at least I'm offering free solutions. Perhaps you should've picked on the factory actuator assembly instead of those $5 Bunnings springs three years ago, and we should not have this problem.

I'm selling a BB Garrett GT/X vs a bush bearing what ever at more reasonable price, guess what is more attempting. Our tuner told me you have uncontrollable 34psi boost spike then tapering to 28psi. I believe this might be the wrong set of wheels in the wrong housings, not because its efficient. After all no one wants to run 34psi in a stock built engine and transmission Scotty, and this information should not be hidden. You came to me for M35 developments in 2013, you had the car, I took your feedbacks, we were in this project together. you published the sump oil restrictor in 2014 in resolving oil delivery issues, that was already known and worked. The initial SS2 development issue rise to me wasn't response, but to fix the control boost creep, mind you that was a 21psi creep at 6500RPM making 301awkws. I did a whole lot of work in upgrading the OEM internal gate assemble, comp wheel re-sizing an turbine alternative to keep a steady 17psi, and later was response, so everything went ball bearing, please don't say I did nothing to in reaching your goals. Now owning two Stageas and look back. Main problem with the old SS2 is OEM actuator gets blown open, factory wastegate does not all allow a full 90 degrees movement. I'm in the process of engineering some actuator assemblies that can open a fully 90 degrees wastegate bunk on the same time holds onto an unmodified internal gate lever. The actuator have made a very noteicable difference to both response and power, They will be given to our M35-SS2 owners free of charge. Im been in the M35 turbo game for more then 3 years, and there are other very specific reasons of why I have to go to Garrett BB CHRAs, I will put explanation to it with photos in an later date.

sorry its 330awkws. not rwkws. broke an gear box already. Its very fast.

The sr20vet is running around 20psi keeping it safe on tracks. Yes definitely recommended bb for the new sat turbos, does make a notice able difference to throttle response.

Video from Team Lori's SR20VET blue bird. Car's making 330awkws on E85 fuel running our ATR45SAT turbocharger: