hypergear
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Some SS3 VNT update. The system worked perfectly and I was been able to control nozzle movement through an ordinary boost controller. It made 394rwkws on 23psi of boost so far I must address this result was archived by a large size turbocharger using stock cams and stock cam gears and boost. It is not enhanced through larger cams or cam gears. As shown, the boost behavior in reference to degrees of freedom given by the actuator controlling the VNT nozzles. The whole boost curve shifts to the left as the nozzles stayed in the deactivation position for longer. How ever by doing so it also made the exhaust gas temperature very hot. As we were adjusting the boost controller for dyno runs the car experienced some ignition problems so we had to call it a day. It will go back for any other run once I have it rectified. -
They are coded in pretty simple terms, I guess I should have made it more transparent. ATR: Just a name standing for "Advanced turbo research" followed by: "Turbine pattern" "Type of comp wheel" "HP rating" "Turbine type" "Bearing type" "25": .64 and smaller T2x turbine housings "28": T2x SR20det turbine ended turbochargers "43": T3x universal turbine ended turbochargers "G" Cast compressor wheels: G1: 320HP G2: 450HP G3: 500HP G4: 600HP "SS" Billet compressor wheels: SS1: 350HP SS1.5: 400HP SS1PU: 470HP SS2: 500HP SS3: 550HP SS4: 630HP Like the SS2.5 high flow: SS2 500HP compressor working with a Larger then usual (G4) turbine wheel made to extract power from tinny turbine housings like the 21Us. "": Usually they are built in journal bearings "BB": Steel Roller bearing "CBB": Ceramic roller bearing FNTA: Fixed turbine nozzle with wide opening angle (More power, less response) FNTB: Fixed turbine nozzle with narrow opening angle (Better response, less power) VNT: moving turbine nozzles. Eg: ATR43SS3BB.82VNT T3x based turbocharger Billet wheeled compressor in 550HP range Steel roller bearing .82 turbine housing Moving turbine nozzles. And ATR43G3 .82b T3x based turbocharger Cast compressor wheeled in 500HP range Journal bearing .82 turbine housing with narrow opening angle High flow codes: Standard basic high flow. "PU": Powered up. including larger .82B turbine housing and stronger actuator "SS": Billet compressor wheeled high flow profile. Eg: R33 PU high flow. Means a customized 500HP high flow that has an .82 type B turbine housing with a stronger actuator. Recently introduced turbochargers: ATRSLxxx SL: L2 turbine ended turbochargers followed by volume size: 8cm, 10cm, 12cm 20.5 / 25.5G: Redeveloped billet compressors based on the original wheel SLSS2: L2 turbine ended turbocharger using SS2 compressor front end. FNT, VNT, CBB and BB extensions can also be added to ATR"SL" category if they've been built that way.
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Also there is a update on all R33 and R34 turbocharger high flow profiles. I'll be going up in one size up from the standard high flow. should increase power by about 10%. Also ATR43SS3 VNT turbocharger is built. This time the lever is working 100% with the actuator it can be activated with about 5 psi of boost under load. I should've taken a photo before installation, but I guess I'm too keen to trail it on road. Feels pretty responsive, hopefully be hitting close to 400rwkws with full boost around 3500rpms.
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Thanks for the feedbacks. Here's a set of GTR high flows that Ive done recently. Using ATR28G1 chra, which is in 60mm comp and 56mm turbine
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I can make up an external gate for you but you will need to see brae autofab for manifold.
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SLSS2 and SS2 is $1100 externally gated.
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yes I have made couple of turbine wheels that goes into the T28's bearing housings. This is mine personal CA18det turbocharger out of my Sil180 few years ago. I've made this after been defected to pass EPA with (it worked). lol It has a small 52 76mm comp wheel with a massive 65mm turbine.
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Also depending on the compression ratio of the motor its going to fit. For a modern 10.5 : 1 motor, a slightly larger turbine end is helpful on stopping it from pining on higher boost level. Like a 1.5L engine on that sort of compression ratio should be pretty responsive with a .64 turbine end with a 68mm compressor if the goal is about 24psi.
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Could be induction sound？Just make sure it has plenty of clean oil supply and none restrictive oil feeding line, it should be fine. Make sure it has 3inch free flow induction and exhaust before going to the dyno. Preload actuator as you go if more boost is required.
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Probably the 64mm billet SS1 in a CA T25 turbine housing should be some thing nice for doing that.
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Yes the atr28g4 is a of a .64 ended t25 turbine housing and that makes 300rwkws on a ca18det. Just abit laggy.
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I think its not a bad result for a auto considering its usually 20kws behind a manual box. What does a locked convert do? I'm thinking of working out my Kia's auto.
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It became harder to gain kws after 390rwkws. Well just need more boost. You don't need cams lol. I think I will be running towards 25~30psi for that sort of power on stock cams. I'll be getting a set of pon cams for some thing like this.
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They are the ATR43SS4 models, They are rarely built for a Skyline, but I've done a few for Forx XR6 customers, They are a mild high flow for the BAs. One customer reported 398rwkws With auto on 98 but I haven't seen the sheet yet. I'm building one with the VNT turbine, hopefully I can get 450rwkws with stock cams and E85 while making full boost before 4000RPMs.
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Good to know the BB core with the new compressor setup is making a difference. It shouldn't be stepping back in power on more boost, might want to go over again making sure engine side is correctly assembled.
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I got 330rwkws on 24psi at Status with the older version, So there isn't that much of variances between those dynos. Jay-Jod: Was the video taken with a Gopro camera?
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This is a normal G3 with .82 FNT turbine. I haven't sold any VNT units yet. Its a pretty good result .
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Another customer's result from the latest ATR43G3 high mounted (ebay manifold), 38mm externally gated on a R33 Rb25det running 327rwkws @ 21psi on pump 98 fuel. This sheet doesn't have boost reading, been told its making full boost around 3800rpms. RPM scale = (SPEED / 28) * 1000
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The new one has inverted nozzle arrangement, they are no longer fighting against exhaust flow. It will reduce the required actuation strength to minimum. This technology can be integrated to any turbine housings. I was thinking about doing few for GTRs. That way theycan run two big twins, making huge power responsively.
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Honestly none of that can match VNT models in terms of response and I can run a +2mm comp wheel to match the peek power easily. Specially when the car has cams and cam gears enhancing outcome. I will post up results from the SS3 VNT once Trent gets back. By understanding how both bearing setup works, I believe the bush bearing setup is more reliable, specially mine has been redeveloped. And I haven't had issues using them.
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If Money is not too much of a issue (still works out cheaper then the fp unit) I would highly recommend the VNT SS3 unit for some thing in this range. Just waiting for Trent to get back and I will pass on some results from it.
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Video sent in from Toshi (Another Great tuner). This is a Video clip from Laurel with a Rb25det engine that we high flowed its turbocharger few month back.
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If you wish to try it I can certainly build two billet the SL20.5 in 6cm turbine. I'm sure its going to be very laggy. alternatively you can run two SS1PU in .64 rear. They will be more responsive option for that goal.
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I've had a 300zx to play with and any thing large is horribly laggy. Running L2 turbine in 6cm will act like a low comp NA most of the time. I did a lot of work for the Z shop and pretty good with Lindsay. The high flowed manual turbos works out better then the TD04s that he had in both response and power. I can high flow your stock turbo with FNT modification and SS1 billet wheel. That should be plenty for 300rwkws+ with excellent driveability.
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Its just a normal SS2 with bush center. VNT model's power curve will be more linear. I'm building a prototype for it to be internally gated at this stage and confident it will bereliably. The new series of wheels are aimed at lower shaft speed efficiency. Most of my customers use them on stock engines running up to 20psi. So the aim is to produce as much flow's possible based on same shaft speed. Comparing current SS2 results with earlier G3, its made the same amount of power on 20psi then the G3 at 24psi, if discard peek power, the G3 had better power to boost ratio after 20psi. How ever the SS2 had better power to boost ration before 20psi. No point making a turbo producing the same amount of power at higher boost level then some thing else that can do it at lower boost level. I can always make some thing capable of running 30psi, just ask when ordering the turbocharger.
