hypergear

I got all my bits from CJ motors, give them a call and see what they can offer. To run big boost, I recommend a set of Super tech valve springs and valve sets.

Trent printed that result after tuning my S14 which originally had an 3071 on it. So the page header still had my S14's folder name. Thats out of a M35 stagea. 2ndly since its tuned at Chequred tuning, not sure if its been moded to rear wheel drive, I will ask Trent later on. My car has some sort of shift kit installed, to me it definitely feels faster in manual. Aftermarket actuators can be fitted using the stock bracket for alignment. I will show you how once I have the donor turbo delivered.

Matt: I've posted this result earlier, this is from Rev 2 SS2 with actuator spring hooked. Above results are based on P98 fuel, the dyno ramp was set at 14 secs (not the long ramp for left skewed results). This would be pretty nice to drive as a daily in D mode, the only thing I'm concert was that boost creep. However the effect of that spring was neglected, because I never fitted one. Using the 38mm billet internal gate and factory actuator its unlikely to creep. If I can duplicate above result using a CBB CHRA with base pressure of 18psi I would be pretty happy with it. So I bought an fully moded Stagea today as a test car. It has similar mods as yours and same colour too lol. It is running the same turbo as yours, has a modified spring hooked actuator fitted, boost creeping to 29.5psi, after the spring's been cut its now sitting at 15.5psi. I've only made two Rev 4 SS2, one is on yours and the other one is on mine. Car's been tuned at 257awkws, In Manual mod, foot down, this is fast. But not so much when cruising. I've ordered a donor turbo from Japan for this evalaution, will post photos and results as the project moves along.

Looking into further updates and trouble shooting. It appears the boost creeping issue SS2 that had the 38mm billet internal wastegates are experienced with people using the spring hook actuator mod for example: Actuator tension works against inlet manifold pressure and exhaust gas pressure, with an larger exhaust installed, exhaust gas pressure drops, there for greater inlet manifold pressure is required to operate the gate, that caused a big boost creep in mid rang. With the spring removed, the minimum base pressure should be dropped. In this case the Revision 3 SS2 with 38mm billet internal gate is not a bad turbo, to improve transit throttle response working with auto and reduce oil flow requirement, I'm looking dropping ceramic ball bearing cartridges into those. Will update results when available.

With your current turbine housing, I have an upgrade option that pushes it to a T04Z 84mm billet configuration working with an custom profiled 75mm turbine. This will be the largest T3x print possible as the bearing housing starts to run out of materials to sit the wheel in. That should set around the 500awkws region.

This is a smaller turbo to ATR45SAT, I'm hopping for 200rpm better in response and 320rwkws internally gated.

Just had time to install the new ATR43SS2 with the DIY dump bleeder. Car is currently running the ATR45SAT's tune, its booked for tuning on the 9th. The response is similar to the older SS2 but making way more power. That Bleeder vale have made a noticeable difference to upper rev torque, the car pulls all the way to red line. That bleeder is definitely a worth while DIY to do. Will upload results once dyno tuned.

Op6 turbine housing, ss2 comp wheel high flow in .70 housing.

Bigger waste gate keeps the turbine cooler on tracks and possibly an extra degree of timing. Did that on John Reco's WTAC car this year and it was very successful.

Yes, All RB25det and RB20det engines

Some further updates. Those are the CNC machined billet internal gate assemblies made for Nissan RB25det high flows. This upgrade will help stabilising boost and should pickup few extra KWs working with small 21U turbine housings also. This is usually a $200 upgrade job, Now comes standard with all RB20/25det high flows at no extra cost, that is $850 including braided oil feeding line.

In terms of 300awkws high flow using OEM Stagea housings. It is possible to getting that power, but not practical in terms of working with stock auto and real life driving. The SS2 high flow option is no longer available. I will be working on smaller billet profiles that is capable of making up to 250awkws using factory oil supply systems and chasing factory stock response. 2ndly I noticed the pricing of the M35 stageas came down by quite bit, I will likely be buying one and carrying out some research work in near future.

I've forwarded the latest dyno reading after your job was done because thats when it was sent in. just in case if you might not like the curve I've offered another option as I've had two spare turbos for exchange. I'm going by the dyno reading. The original SS2 with the smaller wheel diameter was nosier, sitting on 15psi by 3500RPM, but there is a 5psi creep. New one is 200RPM laggier didn't creep, quieter, and made more power. I will upload data I have later on and hopefully we can workout an option for your preference.

Matt: I might be wrong, my understanding was you were pushing for the maximum power using a high flow during time been. The larger rear wheel was a trade off of benefits to response, I've forwarded copy of dynosheet, full description of both profiles and a 2nd choice, I'm unsure of other information required but happy to supply additional information. Your car is yet running a stock ecu untuned, there will be a differences to drive ability once tuned. The smaller profile is still available , When free please give me a ring and discuss options.

M35Scotty: FIrst of all this turbocharger was developed with you and evaluated by you, used for your customers and been sold by you for the past four years. I don't remember having technical discussions apart from oil requirements of the current OEM G1 high flow, I have no issues making the turbocharger work with OEM oil supply, I will forward you with options later in this chapter. The 300awkws high flow. The SS2 comp wheel was the smallest that is capable of flowing 300rwkws, so oem comp cover had enough materials on it to contain thais wheel. With the turbine side: Very first one had wastegate port bored to suit OEM disc. This was boost creeping to 25psi. 2nd revision had one of my billet gate on it shaped to suit the OEM gate casting port. This was holding consistent 20psi from memory, which is what you currently have. 3rd revision had a 36mm internal gate with OEM casting port milled flat, there is no more materials on the casting for a larger gate. this was holding 18psi with older SS2 turbine or 14psi with larger turbine. 4th revision had two reasons, first the cold side induction air noise you complained. 2ndly We were discussing about more power with OEM induction pipe, that is making power on limited air. I fitted a larger rear wheel (not GT35) car took more timing, made more power on lower boost, using oem induction. Downside is a 200RPM of lag trade off, it also got rid of the low RPM induction sound. Working with OEM oil restrictors: To lubricate bearings with less oil, the bearings must be narrowed, means thinner and shorter shaft. Smaller comp and turbine wheels, plus a shorter bearing housing. Factory bearing housing uses 18mm benjo with 24mm hex head on water and a 2 inches oil drain, shorter bearing housing does not have required materials to drill, even I did, no spanners could fit. It will be either getting new lines or drill out all oil restrictors. I'm happy to work with you for a more desired output considering all known facts, and we will talk very shortly. Matt: We've had few conversations, my understanding was full supporting mods and most power, since the car will be running high boost and tracked, I believe the 4th reversal was suitable reaching performance while keeping the tinny rear housing cool, I did my best to explain the lag factor, I've offer reversal after delivery and is happy to revise free if you wish for a change. On conclusion, take OEM housings making turbine side small enough for factory driving ability while still have a 300awkws compressor internally gated, engine will be fighting boost creep and detonation. I'll be seeking out possibilities, work on smaller profiled high flow, and keep this post updated.

There are few options on the M35 high flows. The G1 high flow will perform close to factory response with more power and torque working with stock ecu. As Matt mentioned The SS2 is made to reach 300awkws inside a stock VQ25 turbo casing. It is made for that purpose work with all supporting mods. A programmable ecu and a good tune will result a total difference in engine behavior, because factory turbo is small that generates boost at early RPM, the stock ecu runs lazy timing to compensate knock and add fuel to keep consistent AFR. With bigger turbocharger in place, down low the car still run lazy timing while there is no boost, rich since there is air to burn, and retarded up top. It will drive like a total pig. Before carrying out any M35 high flows, I always ask the owner for the the extend of work planed for the Stagea before recommending a suitable high flow profile. But once the turbo is high flowed, it can not be reversed. All the results taken of the SS2 M35 high flows are actually taken from properly tuned M35s that has all supporting mods. I have conducted few other evaluations, two smaller profiles are now available, that are more responsive with a trade off for top end power.

Looks like he's been following my thread as well. Those photos are from CNC fundamentals hand book that I've uploaded years ago. lol

Return flow cooler is no good. 245rwkws with return flow and 265rwkws with PWR FMIC. Speak to Trent at Chequrered tuning

Following up about the 3inches diameter restriction problem with internally gated ATR45. I've made a simple Tee pieces that is attached to the front pipe. It is spring loaded, so gas pressure forces the valve open once it builds up to certain point, while remains shut and quite on cruise.

For some thing responsive the 21U high flow is recommended.

One more announcement to make I wish to make, is my workshop is now opening to public. We will be carrying out all sort of engineering service to every one whom needs any sort of turbocharger related work for very reasonable prices, and for 9 years of turbo related engineering experiences, you will not find better workmanship. So If you wish to build you own dream turbo your own way, here is where you start. Here are some prices for some basic services. I will keep the list updated. Individual component balancing for compressor and turbine wheel or Assembly balancing: $100 VSR simulation and corrections, this is ideal for checkup for used and brand new CHRAs. Turbocharger Compressor profile and machining to suit specific compressor wheel and back plate $150: Turbine housing profile and machining $150: Turbocharger Wastgate porting and machining $50 This is a engineering service re-shaping turbocharger back plates to suit different radius and height of given compressor wheel and housings. The cost for this service is $50 This is a compressor wheel re-bore and re-size service. Our tolerance to perform this operation is under half a thou (1/80 of a mm). This service is perticular useful when people wish to mix and match compressor wheels in between different turbocharger manufactures. Ie. GTX Comp to TD06 Turbine. The cost to re-bore is $50 and cost to re-size is $50 Per phase (Can be taken from top or top and bottom depending on the length of the turbine shaft and bearing housing used.

The Nissan OP6 Rear housing doesn't have enough materials on it for that exhaust wheel. Its going to break a large chunk out of the side, I will then need to make up a patch and weld it back in place. eg: The amount time spend on it didn't worth the housing plus the latest exhaust wheel is larger then above. Nissan comp housing is too small for the new wheel, it worn the cold side collar during few high boost evaluations earlier. The T04 .50 comp housing worked best.

The new SS2 is shares the same turbine size as an ATR45SAT model. The very old SS2 and G3 made around 2009 ~ 2012 might work in terms of high flowing, but not the mid 2012~2015 July models, how ever I can offer a discount for people whom wish to upgrade. This is a high flowed 2011 model ATR43G3 into an ATR45SAT, running an 38mm gate off turbine housing. Car made 492rwhp on 20psi E85 fuel: Don't have a very clear copy yet. I will upload when I have it. Pretty fat curve for now:

Below is correct: So response wise Ss1pu>old ss2>op6 high flow? Search page 1. There are few readings. The Current ATR45SAT makes way more power that also had about 250RPM better in response. The new SS2 will do similar with about 200RPM better response to ATR45SAT. Both of them will do 300rwkws on P98 fuel internally / externally gated at 20psi.

I can use the current turbine end using a SS2 comp wheel. that makes 20psi by 3800RPM.