hypergear
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Everything posted by hypergear
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Been asked about running a ATR43G4 on that car which is a 3582 equivalent. Sure it won't be chocking on it any more, don't know what lag it will be at. Its on stock cams with head porting. Been told a turboed Volvo they worked on earlier have done the same thing, which is all tidied up with a larger turbocharger. With that high flow, I'm not very happy with the anti surge holes thats on there, I'm sure Kando just did that to look pretty without knowing the physical impact of what it does. Run this comp wheel with SS1PU's turbine end, you will beat you current TD05 result in both response and power. -
Hoo I've just upgraded xxxRicho's (John) turbo. You two are going to have a very good match. stick on a gopro and post us with some footage after the event.
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Add some pretty interesting update. This is a Kando TD05 16G that was sent in for a high flow job. Using our SS1.5 compressor wheel: This is machined kando housing with original 16G comp wheel With our SS1.5 compressor wheel: I don't like the anti surge slots in this housing. how ever the owner wish to keep them for the looks. lol. it should pump up the original TD05's peek efficiency by roughly 10%.
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Well, you will need to find out what size housings and wheels this new engine require, I should have most sizes you need.
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The SS2 is designed on standard engine head which it is still fine working with it. I'm not sure how much the head port would be throwing out its portion. Once again I guess you guys have proven the turbine housing is now too small for this rebuilt engine. Few people mention about compressor over speed. I have a reading out of a early prototype of SS1PU which the compressor is too small and over speed. This is the curve: As we can see the power curve drops sharply after compressor reaches it peek output. This usually happens to small turbochargers on large engines, with turbine end out flowing the compressor end. The symptom would be very fast response, and a nose dive after reaching the maximum power level of the specific compressor wheel. On the same time it also makes the intercooler extremely hot. In current case, peek compressor out put is not archived, turbine end is extremely out, in conclusion this turbine end is out of flow. I believe some thing in 3582's turbine end would ease the problem. larger compressor can be used if more then 315rwkws is targeted, enlarging either ends of the turbocharger would result lag. Based on dyno data, the most efficient trade between power and response is 1KW : 10RPMs. Like mentioned earlier I don't have experiences with ported Rb25det engines, So you can discuss with your engine builder in terms of what size rear housing you want it to have as well as both wheel sizes.
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I think this is the bit of when people don't understand. By looking at a compressor map it only shown the capability of half a turbocharger, the exhaust side is not known. In this turbo system the maximum capacity of the turbocharger is reached when one out of the two ends reaches its capacity. We can have a selection of turbine wheels and housings to run in combination with a single compressor wheel depending on the application and ends up with a variety of results. This is also the reason that I prefer hand on experience, as the end dyno reading is an more accurate prediction. By looking at this result it sown that the compressor efficiency is not reached, how ever the turbine side is. By installing a larger compressor wheel based on the compressor map will only make the matter worse. matter fact of been a -12 degrees timing instead of the -8. If external gate and E85 is not an option, then it will need a much larger exhaust wheel or housing, compressor end doesn't necessarily needs to be replaced. How ever by doing so it would affect response in a noticeable degree. Since the car still use factory drain trans, for road use and city driving, it won't be too comfortable.
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This car is internally gated, I have a feeling that it is the turbine end that has been maxed out. My car behaved differently when compressor is out of flow. Assume it is the case, by running a larger compressor wheel (ie going to a billet SS3 region) will only encourage the worse part of this issue. A major stepping up from a SS2's turbine is the G4's turbine, and we can fit a SS3 compressor making it a SS3.5 in a .82 rear. Then that would be capable of high revs, how ever laggy for street. Unless running VNT setup internally gated.
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This is the result from the latest SS2 FNT model on pump 98, stock manifolds, internally gated as previous posted. The older version is no longer manufactured. I had a quick chat with Trent (tuner) about With Blah_blah's result. Apparently he pulled 8 degrees of timing out of his old map, as it some how knocked badly. Meanwhile the stock engine did not have this issue using the same turbocharger and the rest of the setup. Reasons given by his engine builder was that because the head ports are now over sized so they flow much more then what they were standard. And the extra flow now demands for a larger rear housing. I personally do not have any experience with ported heads so I can't comment. Well, bigger rear end is not a problem, I have them in 1.02 rear or .82 turbine housing with a bigger G4 turbine wheel.
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That is Pump 98 result. He's coming around after the track day, I think its in his return flow cooler.
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Well, its not a bad result for internal gate. The older SS2 stopped making power on 312rwkws on pump 98 internally gated on Brae manifold. I'm wondering why is your brae manifold caused more lag then the China manifold I gave to you earlier, unless its made differently to mine. The turbine housing is not small, it's identical to the other one that made 298rwkws, How ever if there is a restriction that stops the turbocharger from sucking or dispatching air then it will result in a boost drop, causes exhaust gas temp to rise as the turbine became harder to rotate. And there is nothing can be done on the turbocharger to avoid that. Also I've noticed you've got a Hybrid (china) return flow. I suggest a pressure drop check. Basically connect your boost gauge to a cooler piping pre the intercooler and monitor the boost behavior.
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Yes can be done.
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Stuff in side the T2x bearing housing doens't make alot of differences wither they are ball bearing or not, mainly due to the sizes of their wheels and Its already been fitted with low friction bearings and collars. So to make it more responsive it has either to be a VNT setup or alternative compressor wheel. Yes I've already made few alternative compressor wheels in smaller dia meter that's probably better suited for the turbine wheel and long stroke engines. I will test it out next next Wednesday. there is one more interesting result in relation to the FNT .86 turbine on a 4cyc engine. I will scan it later this evening
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Its best letting the tuner keep and drive the car for few days which allows him time to explore any minor imperfections. If he believes the ECU is fine and the car is welling behaved well within its command then there isn't much of a point replacing it. If not invest into an adaptronic plugin ecu. They worth that 3G lose.
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The car equipped with the older version SS2 had a ebay exhaust manifold on it during the time. So that difference contributes to the larger exhaust manifold. The differences between those two turbos are minor, how ever the new SS2 has better ability in boost control for internally gated setups. Definitely a good result, its a good bolton turbo. I'm pretty sure the new SS1PU will follow the same league, that will be amazing.
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There is usually an occurrence of minor boost creep with colder temperature. Ie 14psi at 30 degrees and 16psi at 10 degrees, I haven't see it going backwards. Perhaps tune or ignition related?
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Congratulations. Not bad for street tyres. Need a set of Mickey Thompson ET street. It knocks about 1.3 secs off. Factory diff was a problem. Mine was doing single wheel spin at launch. I've bought a set of tomei pon cams and a two way Kaaz diff to be installed. Hopefully be seeing better results.
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On Tomei's website RB25det Pon cams is only available in 256 / 8.5mm, The 264 / 8.5mm is apparently an custom item that needs to be ordered. I've been told they are the largest drop in Pon cams, CJmotors stock them. Part no.: 143021
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I'm installing a set of Tomei 264 / 8.5mm cams. I don't think I can reach 500rwkws, maybe 450rwkws.
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Its a compressor side upgrade. So no need to touch the turbine housing. I can have it done while you wait.
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Sure I can come to see how it performs. Unfortunately yours is an earlier version. I can upgrade it for a small fee. you will need to preload the actautor to about 10~15mms from base, which can also hold boost fine.
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Well, need to buy adaptronic with the turbo for this to work. I personally prefer the adaptronic as it gets rid of the AFM and they are much cheaper.
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If you can follow my thread and buy exact branded injectors and fuel pump I can give you a tune file for the adaptronic ecu, which should run pretty close.
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This is the latest one with .70 comp. if you can pm me a photo I should be able to tell.
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^^^ They are on pump 98 fuel.
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i will reply the turbo back to you once its complete. Sorry, been replying emails since I fell asleep. Finally got a dyno reading from the latest SS2 internally gated turbo on stock manifold, as a factory replacement. Result sent by a customer, not from my test car. Been internally gated, It held boost extremely well. Final reading of: 297.7rwkws @ 20psi. Yellow 278rwkws @ 17psi. Light blue Dark blue was when the car had various issues to repair before today's tune. (ignore) I've been told its very fast. Add: They are on pump 98 fuel. not E85.
