hypergear
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Everything posted by hypergear
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ATR43SS15 runs a .64 rear, 55mm turbine and a 64mm billet comp wheel, which is some thing that we also makes for the SR engines. In which Rb and SRs has some similarities. The SS15 on a worked SR have maxed out at 281rwkws on P98 fuel, which the 2530 can not reach. Either way, the GTRS or the SS15 is made to be an internally gated bolton turbo, and it has to be forgiving on the exhaust side for it to perform, that is not required for an externally gated turbo. Plus been externally gated it would have given a more free flow manifold, gate that also helps in power making. If a high mount system will be used, you can use our Sl20.5 in a 8cm turbine, which will out perform a standard 20G with similar response. -
One more piece of Red top SR20det data. This is using 264 inlet and 272 exhaust. Running our SL20.5 Turbo in 8cm turbine. Car made 477rwhp / 356rwkws on 23psi E85 fuel. Graph running against a Apexi rx6 turbo that was previously installed. Dyna dynamics roller dyno, shoot out mode.
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Fully stock RB20det, bolted on using factory bits. P98 fuel, 227rwkws @ 17psi. ATR43SS15.
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Did a turbo change just making sure that I'm not going to spend money on a new cooler kit for nothing, Now with a ATR43SS-2 on board making no differences to boost drop. New intercooler is getting fitted on the 2nd of April, will update results then. For now, 276rwkws @15psi with cooler restrictions: Also ATR28SS-2 powered S13 SR20det with 264/12mm cams. Final result of 299rwkws @ 22psi, P98 fuel:
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Go for our ATR43SS15 in .64 rear. This turbo is engineered for RB20det engines that makes 20psi around 4000RPM
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No, the Katashi 600x300x100mm cooler had identical readings before and after on my GTR. When I'm trying to make it hold more boost the IT temp jumped significantly and the engine wanted to pin. There are few criteria for this to work on your specific scenario. First your engine compression is about 8.3:1 while standard is 9:1, 2ndly you are running e85 fuel in combination of an external wastegate as well as a welly worked factory exhaust manifold. The spec of this engine as well as fuel used makes it less likely to knock due to rise of IT, if it does, the level of knock would not be as significant that required same or equal amount of timing deduction for avoidance. However working with this specific cooler restrictions I still managed to pull off 300rwkws with it on pump fuel internally gated on SAT configurations. If a free flow cooler is installed, with the current EBC settings, it would be sitting some where around 24psi or higher.
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One more result to add. This is from a high flowed R33 turbo running E85 on 18psi of boost. Tuned by Racepace Dyna on dynamic roller dyno. FInal result of 309.9rwkws.
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Piping should be fine, I will soon find out.
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Will just be a normal front mount cooler in 600x300x100mm size. This is a turbo that should pump around 300rwkws mark.
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I've been building turbos for RB owners for a number of years and there is a pretty clear pattern emerging, The most people whom experience boost dropping issues are fitted with some sort of a return flow cooler. I was curious and undecided wither if it is an intercooler issue, there for purchased a R34 GTT car with a genuine Blitz return flow cooler fitted. Today's run, I'm using a high flowed OP6 turbocharger with a high pressure actuator. Maps sensors were tapped from both sides of the intercooler and results was some how expected. Running high pressure actautor with no boost ebc connected, sensors is reading a 3.7psi drop across the core, and which I'm sure if EBC is adapted, the percentage of drop will be much greater. Didn't make expected power: So Return flow coolers should not be used when expecting beyond 250rwkws. And in my personal opinion it should not be used at all.
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The following is about the boost drop with few customers cars. The ability of an internally gated system holding boost through the rev range is crucial in building HP and torque in mid and upper rev range. Making sure our turbochargers are able to hold boost, our internally gated systems has been engineered to performing a very slight creep. Most of guys that uses high flows or a simple boltons tried to obtain legal appearance while keeping the amount of fabrication work to minimum, that in most of cases have to deal with restrictions. I've been building turbos for RB owners for a number of years and there is a pretty clear pattern emerging, The most people whom experience boost dropping issues are fitted with some sort of a return flow cooler. I was curious and undecided wither if it is an intercooler issue, there for purchased a car with a genuine Blitz return flow cooler fitted. Today's run, I'm using a high flowed OP6 turbocharger with a high pressure actuator. Maps sensors were tapped from both sides of the intercooler and results was some how expected. Running high pressure actautor with no boost ebc connected, sensors is reading a 3.7psi drop across the core, and which I'm sure if EBC is adapted, the percentage of drop will be much greater. Didn't make expected power: So Return flow coolers should not be used when expecting beyond 250rwkws. And in my personal opinion it should not be used at all. 600x300x100mm cooler will be installed next week to complete power run above.
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Yes, I'm mainly looking into making power and response based on unopended engines. For internally gated options. A high flowed R33 turbocharger that is done by us, you will be looking roughly into the 260rwkws mark. Or 270rwkws for a R34 turbocharger. G3 and SS2 would be making around the 280rwkws mark with supporting mods.
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It was making 20psi around 3800RPM, which is close to 500RPM more responsive then the GTR. but stopped making power at 370rwkws. I don't have that sheet but I can see if I can get one from the tuner.
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Based on the same configuration It was super responsive but didn't make expected power. Same CHRA with a SS2 turbine and it worked. Response wise It made 20psi by 4200RPM and 25psi at 4400RPM. Because the owner was looking to rebuild this engine so he didn't care if it blows and decided to max out that turbo. The final run was 421rwkws peek 28psi, He been thrashing the car on daily base, its a 120,000K unopened motor and I'm surprised of how well built stock Rb25det Neos are. Perhaps that is why Nissan never released GT-Four with a Rb25det Neo motor in it. Its not the most responsive result I've had but good enough for a daily and not too bad for the power level its reached.
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I have a high flowed OP6 turbo complete for $1000 including oil line. Donor turbo is not required. Bolt straight on and makes around 270rwkws mark on pump fuel.
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This turbo is current produced. I've trailed the ATR45 SAT on a RB25det Neo today. With 0.1L of a difference in capacity those two engines are very different. The Rb26 SAT version didn't work on Rb25det, which I've had to make a new rear for. the result was 421rwkws out of a 120,000KM stock motor. Will upload result tomorrow.
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Yes they are available in BB, cost bit more to build, but doesn't make that much of a great deal in differences.: ATR45SAT on GTR. BB Vs Journal: The slightly laggier light blue curves Journal, Dark blue and even lighter blue curves are BB. Can't tell by looking at power curves:
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No need for cams. Send in your stock turbo to us get that high flowed. That will make over 250rwkws and super responsive.
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Yes. That is a bolton turbo, internally gated with rb 6 bolt dump pattern.
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The G3 is a base for the SS2, So if I can get the G3 producing more power with better response then the SS2 will have the same effects.
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Top RB20 Club... do you have over 260rwkw?
hypergear replied to RBsileighty's topic in Engines & Forced Induction
This is a originally internally gated PU high flowed Rb25det turbo that ended up bolt to a RB20det for a bit fun. It made a not so responsive 283rwkws @ 20psi on E85 fuel. Owner still had fun, here's a short video been sent in: -
Had the R34 dyno tuned yesterday. Even with 170000Kms, It still managed to pull 305rwkws @ 20psi with pump 98 fuel. Power: Boost The blitz cooler that I've fitted seems to be working fine at this stage. The car has: ID 1000cc injectors Adaptronic Plugin R34GTT ECU 3inches turbo back exhaust Splitfire coil packs. Nismo Clutch Nismo Fuel pump Compare to the standard version of ATR43G3, the SAT pulled more power every where. It is also more responsive. The built engine was happier to take more boost, how ever we will be stopping at 20psi on the factory engine: Pretty happy as the car worked out alright, and every thing worked perfectly for the first go. I'll be trailing another SAT G3 prototype next friday, hopefully be stretching the power band further.
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And this looks pretty good. It is a SS15 compressored 21U high flow. making 220rwkws P98 fuel on 14psi with V8 looking power curve:
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They stops making power around 23psi. I was getting 327rwkws internally gated, but 367rwkws externally gated. I completed a turbo install plus few other bits on the R34 today. They do give you a lot more useless stuff then they've done on R33s. Few things to point out: I usually preload my actuators to 4mms. if for what ever reasons it has been removed and re-installed, please make sure it is loaded to where it was. More preloads can be added In case of boost tapering at high RPM on big boost. The oil feeding line sits in between the turbo and chassis, do not fold them in between the turbo and manifold. The braided oil line is standard with and high flow services and is usually supplied with an ATR43 series turbochargers. Make sure you do get one if a 2nd hand turbo of ours is purchased. Split fire coil packs are must in most of cases for high boost: Most of people uses a JJR bell mouth front pipe, so I've bought one my self. and its not quite right, but for the price I won't complain. and gasket on our turbine housing is perfect: Give it a little die-grinding and its ok. The turbo in there is a SAT version of the ATR43G3 with a factory housing machined to suit. This is also the first internal gated version of that model, turbo comes in smooth and responsively. Still need to get a metal intake pipe made, the car will be running an Adaptronic plugin, hopefully hitting 300rwkws on pump fuel.
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Well. if you wish to do small quantity manufacturing we are capable of making them. Pricing won't be as cheap as your overseas quotes. But you will get quality parts made in Australia with quality materials, while if required we can also communicate and discuss on certain parts as manufacturing goes along. It will be ready with a much shorter time frame too.
