hypergear

Little update nothing extraordinary. This is the first dyno result sent in by DvsJez (Great tuner) running our latest SS2 with 74mm compressor on a Auto r33. The turbo is built as a factory replacement unit internally gated. One of the goal in the latest development was aerodynamic efficiency at reasonable shaft speed, which helps with boost control in higher rpm range, and I mentioned earlier that it required very little wastegate duty to stabilize boost. This is running just off a 18psi waste gate pressure (normally holds 14psi on G3 and older version) with usual preload. notice there is no tapering off behavior. its an excellent curve.

I think its a good boost level. Usually the boost curve starts to spike then drop. with more preload it starts to hold, and if over loaded the boost starts to creep. Thats I usually adjust mine with internal gate.

Its extremely important remembering to preload the actuator as the tuner's tuning. keep on preloading if are seeing boost tapering off before the desired level. It might be 5mms or could be 15mms, the more you load it the higher up top boost level it will hold, more boost makes more power.

This is recent and yet interesting result sent in from a customer running a SS2 turbocharger with a R34 GTT Auto. It was used as a bolton replacement internally gated. It has: Blitz front mount return flow cooler 1000 cc injectors 255 pump JJr front pipe Z32 AFM Nistune E85 Stock Auto with a transmission oil cooler made 300rwkws @ 17psi of boost.

This is recent and yet interesting result sent in from a customer running a SS2 turbocharger with a R34 GTT Auto. It was used as a bolton replacement internally gated. It has: Blitz front mount return flow cooler 1000 cc injectors 255 pump JJr front pipe Z32 AFM Nistune E85 Stock Auto with a transmission oil cooler 300rwkws @ 17psi of boost:

Still work in progress and there are few minor issues that I have to solve. One of them would been the strength of mechanism required for activation, after making a proper bracket I found a simple actuator doesn't have the strength to do this unless running heaps of boost. On an average skyline with 15~18psi of boost it can never activate. It would've been the reason that most of modern VNT turbochargers has a electric lock motor mechanism for activation. or perhaps alter the direct of the nozzle ring movement to opposite direction which changes the physical notion of having the actuator, instead of relying on the strength of push, it can now rely on the strength of pull. I'm looking into the electric locking motor at moment, how ever preferred to have the turbocharger running without it. There are always ways of engineering that archives the same out come without the complication, I've made few changes to existing prototype, a newer and simpler version is on the way.

just wire in an additional injector into cooler piping or some thing. Old school fuel tech.

Pretty good result for auto. Auto's bit funny tho. They don't seems to have a fixed response curves. I think they are actually laggier then a manual. Still good idea to check actuator preload, (high preload does make better response). and quick look to see if VCT is working 100%. To hold 20psi, I loaded about 15mms.

I've made 431rwkws on 3 inch pipe externally gated. I wanted to run 4 inch how ever I can't get that size pipe to fit. I think biggest that fits is 3.5 inches.

Going for a larger exhaust can increase torque and power. it shouldn't have much affects in terms of turbo's response.

I assume you are just looking for some thing bolton to stock manifold and dump. If that is the case you can run our latest SS2 and G3 RB25 dump internally gated units. The 98 graphs from our site are old, Unfortunately all of our latest turbos and ideas was tested on E85. So best to check out the E85 results, and take 40kws off top to estimate 98 result.

Yes it is possible to integrate the same mechanism into smaller turbine housing. Can use a electrical module to control the VNT movement like what the Porche turbochargers has. Further more, there is possibilities in the development of multi layers VNT system. So the outer layer activates prior the inner layer. At constant velocity: Gas velocity increases going through layers of nozzles and slows down as all the nozzles activates. On a engine with variable discharging gas velocity. We can maintain consistent gas velocity and pressure at a single level to the turbine wheel. Perhaps sitting at 10psi even on 1000rpms idle, of course its bit of nonsense, I can imagine the compressor surges horribly and destroying it self. But that is the idea. The point of application would've been very large turbochargers, or tinny engine with largerr turbochargers. Ie Turn some thing of a GT65 capable of 3000HP to be street drivable, and can still pump 3000HP on WOT. Obvious the response of the turbocharger is also limited by the size of the compressor and so forth. We should be able to explore our possibilities as the project moves along.

Will post some videos after this weekend. Trying to make a proper bracket at moment for my setup. Internal gate VNT is do able, probably becomes very messy with two actuators.

800cc injectors 600x300x75mm Front mounted cool Brae high mount exhaust manifold HPVA 50mm external gate plumbed back. Xforce 3inch Cat back exhaust 100 Cell Cat Profect B electric boost controller 4inch intake pipe Adaptronic Plugin HyperGear ATR43SS2 VNT Turbocharger 384rwkws @22psi, full boost by 3500rpms.

Update on the pricing. Because on the very first prototype we've done lot of things that wasn't actually necenssary, they were there because the drawning has been altered couple of times. After simplify the design and machining process, I should be able to make the VNT turbine for $480 additional that is including the actuator and bracket. So it will be what ever cost of the turbocharger plus the $480 for VNT upgrade. Lets take the standard SS2 in the trail for example. The externally gated turbo pricing is $1100 + $480 = $1580 That is reasonably cheap for a turbocharger in this level of complexity and performance.

I will post some proper videos later on. Didn't seems to have an issues on tuning. It was all pretty smooth. I will love to see turbine housing working with ATR45 turbo. 431rwkws with full boost before 4000 would be crazy for the drags.

It drives really good on road. starts with a stock turbo sort of down low pull and goes harder and harder as engine revs out. Should be able to adapt the VNT mechanism to twin scroll housings. the 431rwkws ATR45 is the one i'll be really interested to do up next. it will be good to have full boost before 4000rpms and pumping over 450rwkws. This particular one is very expansive and timing consuming to produce. I will need to find a way to manufacturing those in a much faster and cheaper manner.

Ok I see if there are better metal then current. Current setup is pretty good. I put in many thoughts of how it could fail and methods in avoiding problems. Every thing moved freely even at 22psi. I think it should last pretty well. Lets go into a bit of details from today's results. The bracket I made for the actuator earlier don't fit on to the manifold. As I run out of time it ended up been bolted on to the the cam belt case cover: Problem is its not stable, when the engine bogs back n forward as it revs out, The movements affects the actuation of the VNT lever. So we tried to stablise it by taped a small torch on front. This bracket will be remade. Fist up: This is the same turbo with VNT activated and VNT de-activated. Notice the difference in response. We did multiple runs on different boost levels. Engine's movement is affecting the actuation direction making the actuator harder to actuate. It wasn't actuating properly. The last run was me holding the actuator steady with my hands (got burnt lol) and of course movements in my body also had side effects on boosting behavior, notice the step in boost curve around 3500rpms. Its probably causing that ripply effect in the boost graph too. Some of the lower boost runs had VNT lever half open means partially activated. Have a look at high lighted area. notice the change in power, torque, response and afr when VNT activates: For the next run I will use a boost controller to control the VNT movement, the idea is having it pooling the turbo up to 20psi and disengages, The motion of the actuator will be much more steadier once fixed into a proper bracket. On road it initially has this stock turbo pull and goes harder and harder as engine revs out. Its brilliant to drive. Will upload more results and photos as further progresses made.

Thanks for the feedback. I will be able to release it into the market soon. It will need few more hours on the dyno with a proper bracket holding the actuator for the final result. also this particular one have taken huge amount of man hour and it is very expansive to build. I will need to find a way to manufacture it so its affordable. Will have further results and a price in 2~3 weeks time.

Yes The only thing I didn't thought was if the actuator bracket would fit on my manifold. and it turned out I had no room so it was temporary attached to the timing belt case. We spent lots of time trying fix it solid there so it won't move. and it worked. I will need to make a proper bracket that attaches it to the turbocharger. But the whole ideology worked , This project took almost a year from drawing to manufacturing and testing. I'm very happy about it. That is a big step forward, I really want to see what it can make now with the 431rwkws ATR45 turbocharger.

Here it is. Managed 384rwkws on 22psi. 20psi just before 3500RPMS. Yellow and blue is VNT SS2, Green is standard from few weeks ago. Notice the differences in response Testing was pretty smooth in general, Its crazy to drive. I will post up other runs with captions later on.

Green is standard SS2, Yellow is VNT SS2 results from today. Check out the differences it made in response.

made like 390rwkws with 20psi before 3500rpms. Will post results in few moments.

How about 2835 response with 390rwkws

Differences in power is almost no difference, unless a huge variance between sizes such as difference between a tinny VL .46 comp Vs a .70 comp used on a 82mm wheel. Other wise just like I managed to pull 349rwkws out of a stock nissan housing. How ever the cutting profile inside the housing makes a huge difference. that can affect response as well as discharging temp. I personally prefer to work on large compressor housings as it has extra materials that I can work with, looks and sounds better. Exhaust housing do make a huge difference.