hypergear

Yes it is. The recommendation would be working with our high pressure actuator, that will cost you $990 inc oil line. That way the waste gate bunk can travel all the way to a full 90 leaving gate port wide open. Gives abit more top end . In terms of the housings I can swap it over for you as I have a spare.

There are many ways of firmly hold the thrust plate to the bearing housing. Method mentioned above can be used when working with sump oil restrictor, how ever it can no work along without alterations to bearings and bearing housing. Oil restrictor was not mentioned by you during our initial development. Hence the later announcement about the sump oil restictor. The thrust wear I found was under the opposite side, which has nothing to do with the how its been held. I think check your intense r after few thunsand Ks for Thrust wear. 2ndly, I was never asked to build a turbo that boost spikes to 34psi. I was asked to build a turbo to maintain a minimum boost pressure of under 20psi that is boost control able. I'll only be engineering turbos for M35s that holds minimum boost of 20psi and below as a sell able product. After all we don't live in history. All my current retail versions of M35 highflows runs off genuine Garrett CBB centers. That provides superior throttle and boost response without having to alter factory oil delivery systems.

For a VQ turbo discussion I'm pretty open about it. They all Bronze bearings and steel collars there isn't much of ways around those. Because VQ25 engines doesn't seems to be pumping as much oil flow compare to RB or SR engines, so for T3 bush assembly to work it needs the thrust assembly to be bolted down and an small oil restrictor fitted just under the thrust bearing feed plus a angled tapper on the journal, that solves the oil delivery issues. But far as I know majority of the early high flows I've done are still working fine with all oil restrictors drilled out. On the thrust side, I found with the VQ25, on high boost, the thrust wear is normally under the comp wheel, this is due to the limitation of comp housing as well as the inlet manifold and cams. Which turns out opposite to other inline engines. To solve all above problems, its just best going ball bearing, and I'm using Genuine Garrett CHRAs on all of the M35 high flows that I currently do, With high power, due to turbine housing design there is no boost control internally gated, I'm controlling it with compressor wheel size. I won't be getting much more power at given boost level. However I'm using an larger wheel on this one of high flow.

First of all thank Matt for the opportunity to trail this particular build, we will be using the larger ATR43SS2 CBB profile made for RB25det engines in OEM housings, while further measures working with heavy thrust load on high boost. Making an performance high flow that suit majority of engines, we can't have it running base pressure of 30psi, lots of conventional efforts has been adapted getting a stable boost pressure of 18 to 20psi. Ceramic ball bearing system provides superior throttle response, the car picks up and move on very light throttle on or off boost, this is some thing that traditional bush bearing assembly can not provide. On the same time due to the nature of the bearing assembly they requires very little oil to run, means there is no need to modify a good working OEM oil supply system. There are limitations and unknown factors for this evaluation, hopefully we can see some good numbers.

And this is probably close to as responsive as possible for the power made on a R34 GTT factory RB25det Neo, running newly developed ATR43SAT BB internally gated bolton turbo on P98 fuel. 317rwkws @21psi, 20psi @ 3550RPM.

Depending on how big.

To re-surface the manifold, you will need two jigs holding both surfaces dead solid and flat on a milling machine before running surface cutter over them. I've got those jigs to for my Brae high mount years ago, that should be able to hold yours. If you can't get them done locally we are able to take your job.

The roller dyno works fine in setting up the correct ecu parameters. Because the data output do depend on the rolling object, when comes to preciseness for developments and research its not that accurate. As the firmness of the tire, the size of wheels, position of where the wheels are parked and the tension of strap can all affect its power output. When shaping turbo wheels for very specific applications. the mm in alterations will slightly alter output and we must to be able to compare those changes. Thas is what a hub dyno is good at, without variances the rolling object, the output is extremely consistent and accurate. There are specific HP determination equation for different regions, assume the same equation is used, with test vehicles perfectly set, the HP reading between dynos should be very similar. There are many other variants that could alter the performance of a engine, which I have specifically picked and tested those areas using RB engines, data has been recorded and could be found on index page 1.

the chras about the same size. R34 has a larger rear housing.

Older Bush bearing high flows requires the sump oil restrictor drilled. While the new Ceramic ball bearing system is designed to work with factory oil supply system and provide supreme throttle response. This are used on all M35 high flows that I currently do. Regarding to transmission slam into gears, I've been into Scotty's car and it wasn't anything like it, hence the earlier question about ecu and transmission.

How does my post has any thing to do with you or Scotty? LoL, so lets get it straight, I just spent 10G on a car with thousands dollars of your work which I drove on daily bases that doesn't feel right, and you are silencing me from asking genuine questions. I'm a new owner to two M35s Stageas, I've spent $35G so far in my research and developments getting the right turbo configurations for OEM housings as well as a low oil consumption bearing assembly, I see no one else is doing that for this community. So sorry to ask stupid questions. There are hundreds of people like my self searching for answers, it might be worth while giving informative replies. By the way since CBB turbos worked for you 8 years ago, I will keep those balls rolling.

Well, I need the job done, building M35 test rig two now. Also whats in that transmission? Its got a very hard and clunky feel every time it shifts gear.

LoL fkn stock air box. You AFR might not be the same.

Yes idle on ceramic balls now, with factory oil flow and pressure. Funny Test car throw two con rods out of engine block and knocked out a section of transmission during 1st to 2nd shift at 40% throttle on 9psi. I'm quite interested to find out what that might be corresponded to.

For evaluations, I usually stick CBB catridges into turbos with tinny housings and run high boost, trial its reliability under extreme heat and back pressure. That 287rwkws run is with Ceramic ball bearings. it starting to surge light throttle in 3rd and 4th unless WOT, very loud on dyno. 20psi by 3500RPM 4th gear manual on a RB25det is about where the surging point is. Because the 21U is so small, I couldn't feel any differences in down low throttle response.

Depending on how free flow every thing are. If you have a cheap cooler with an 3 inches turbo back it will be running at lower boost. Far as engineering concern, this turbo is made to hold upper rev boost and getting close to 300rwkws as possible internally gated.

in a very free flow system it should be getting around the 18psi region.

Easiest way to check a turbo is to have a feel of turbo shaft, there should be under a mm side wise and nothing in and out.

Here you go. factory M35 with Blitz cooler and 3 inches turbo back exhaust. 162awkws on P98 fuel.

Additional updates. This is our M35RV-1 high flow running duel ceramic ball bearing cartridges. This turbocharger is built for maximum response, happy to run OEM boost levels on OEM ECU, and matching factory drive ability with bit more power. It will be topping out towards 240awkws region using an high pressure actuator. So far dynosheet below shown 200awkws @ 13psi with fuel, ecu, cooler and exhaust mods. factory actuator not holding boost. Ps: For the best possible throttle response and off boost driving ability working with OEM auto, and low oil flow requirements. All of our M35 high flows will be running thrust less duel ceramic ball bearing cartridges.

Just Picked up another Stagea. Fully stock, I will be using it to do some evaluations based on the RV1 CBB high flow. and I will pass on all details and parts used in terms of modifications as project move along.

The seals are just stainless steel Clips. they don't ware unless there is an abnormal amount of shaft movements. That is also indicating the bearings needs replacing. If it is one of their Xtreme BB using OEM bearing housing then only they can have it repaired, or it might be cheaper to re-highflow. Alternatively if it is a T3x bush bearing center, depending on how bad the shaft and wheels are, you can simply replace the bearings and seals, we can supply the bearing kit at if required PM for details.

1200cc injectors 600x300x75mm Front mounted cool Brae high mount exhaust manifold HPVA 50mm external gate Xforce 3inch Cat back exhaust 100 Cell Cat Profect B electric boost controller 4inch intake pipe Adaptronic Plugin ecu

Here you go. Our Standard OP6 high flow profile. Internally and externally gated, All on E85 fuel Rebuilt engine R33 engine with stock cams, and stock inlet manifold. The most it made externally gated was 376rwkws The most it made internally gated was 324rwkws This result is more then 2 years old now. I can make it blow over 400rwkws today with similar response. When using my thread, page 1 is an index page, Ctrl+F for searching criteria and that should take you to the corresponding page. It contains heaps of information in relation to turbocharger development as well as how and what supporting mods do to power curve.