hypergear
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Everything posted by hypergear
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Any differences after the silicon hose is replaced? -
I think its going to cook the OP6 rear housing tho. that comp wheel is good to run on external gate with a .82 turbine housing. If you have to use that OP6 rear housing with a GTX core then chose the gtx3071
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ATR28G3 on a Rb25det would've been a very old turbocharger. I need to have a look a the bearing housing for the size of the fitting. If you can email me some photos of it, I will be able to tell you what sort of turbo that is as well as the fitting sizes.
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Well if above has external gate with a proper manifold I believe it should do very close to 400rwkws. Since working on Z32 is expansive and troublesome. I trailed the all the possible high flow profiles on a CA18det before fitted them to my Z32. Running 71mm 52T comp wheel at 24psi in side Manual Z32 housings, threshed it every for about a month, it developed a wear mark on the comp end of the thrust bearing. But doesn't happen to .60 comp cover or using smaller 60mm comp wheels. So the usual chra that goes into them are the ATR28G1s. If .60 comp housing with 3inch inlet and 2inches outlet is ok, then the billet 68mm SS1.5 high flow should be perfect for your setup.
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thats nice. I wish I could get my hands on those when I had my 300zx. Also with that 350rwkws using the 2871 cored high flow. Is that on internal gate or external gate? what sort of mods did that person have? The only thing I'm not too happy with using a large core in the T25 housing is their compressor housing size. It will be good to run them in .60 compressor housings, how ever you will need to get those custom engine mounts for that fit. Its worth doing as you can run twin 3inches induction pipes too. Modifying Skylines are so much easier compare to a Z32.
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Billet version to be exact it is 64mm, and that is equivalent to a 71mm 52T in cast. Or the SS1.5's 68mm wheel equivalent to a 76mm 52T in cast. So its going to be either one. Solely based on the turbocharger as a twin it has no issues reaching the goal. how ever it might be reaching power ceilings if other components in the chain been maxed. The VG30dett motor run 1.5L 3cyc per turbo, combination mentioned above is not too bad to drive. Alternatively I also have customized T2x turbine that is in 65mm. This turbine shaft is capable of flowing 480HP, and can work with the latest SS2's compressor wheel. Used as twin on the VG30dett can be very laggy. Or I can high flow it to what ever you want it to be, if there is a combination in mind.
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For the 300zx guy: Yes can run the Billet SS1 profile. Or much bigger if you don't mind lag.
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Pardon me in the last post as I got the translation of wording wrong. the correct wording for the pump is centrifugal pump.
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Once throttle is shut, engine no longer burst hot air into turbine housing. At that instance turbine shaft is rotated by inertial energy. The turbo compressor is a centrifugal pump, so the only way for majority of compressed air to escape is the same way they've been drawn, by forcing the compressor wheel in opposit direction. Compressed air at that point slams back against the compressor wheel, depending on the size of impact (or how much boost is dosing backing) the size of the compressor housing and blades. while forces cancelling each other, the medium in transferring and absorbing this energy is the turbine shaft and thrust bearing. o Which is also why there is a two phase collar in side a bush bearing turbocharger as well as the opposing angular bearings inside a roller bearing turbocharger. Edit: Pardon me in the last post as I got the translation of wording wrong. the correct wording for the pump is centrifugal pump.
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When the throttle shuts, compressed air will bounce back trys to rotate the compressor wheel backwards and escape from the induction pipe causing that Tuuuutuututu sound. This is not good for a turbocharger as the compressor end is not made as a driven component for the turbine wheel, and I occasionally get BA turbochargers with twisted shafts from owners whom wanted dosing noise. So in this case a BOV is recommended. How ever I do find that boost take less to build up between gear shifts with bov blocked. To me the best way to minimize the induction pressure drop is by shifting it quicker at high RPMs.
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Rb25 Billet Turbo Boostcreep/overboost Problem
hypergear replied to benelli's topic in Engines & Forced Induction
To get a compressor as large as this to work you will need to remove the actual gate assembly and then install a 38mm disc while machining the wastegate gate whole to about 36mm. Even thou Its still very small for the compressor setup which means the turbine side will go red hot. How ever that should stop the overboosting problem. Example of some thing that we often to do XR6 turbochargers: -
Rb25 Billet Turbo Boostcreep/overboost Problem
hypergear replied to benelli's topic in Engines & Forced Induction
Well I don't have this problem the high flow profiles I do has been welly sorted and trailed. The configuration of this compressor appears to be too big for the turbine side. But yes I can fix it. -
The car got cam timing and etc to sort, so looking to see final results after its all been fixed. Alternatively you can send it back for the latest G3 upgrade and see if that makes any changes. Some thing makes more power then a T67, Its been already made. The ATRL25.5G 399rwkws with 23psi of boost on stock cams all within 7000RPMs. Alternatively you can use our new SS2 turbocharger that has the same response as the SL220G while making lot more mid range and 10kws extra top to a T67.
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Halando my car is heaps faster then yours. Also I noticed (ignore in case it was the sound of some thing else) you've got a habit of revving the engine before going to gear. That Rev is too long, engine's dropping rpm as the car's just rolling. G3 can be updated into the latest turbine and compressor setup. I will keep pricing to minimum.
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Yes that was one of the things with the older G3 with none FNT or type A turbine to be improved. The current G3 is much better at it, and the SSxx series are even better again.
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My results are what the turbocharger's capable of making in a proper built setup, and there are many people who's done that made within the range. There is nothing wrong with Trent's dyno either as I've run on other dynos before and after his the difference is within 4kws. There are variances in every one's cars just like Copycutter, you all just witnessed the performance differences by making a better setup, and perhaps work of a better tuner. If the aim is at a very fast car then it needs to have that setup. No one is talking about power figures from a T67 on a Standard manifold and run it internally gated (247rwkws with drop of a cliff). Alternatively drop a SS2 or a G3 to whom ever's working T67 setup, that would again be a totally different boat of figures. There is a chain of relations, but not a direct relation between a turbocharger, trap speed or power out put. Far as turbocharger building and development, we practice the Japanese theory "Kaizen" . How ever there is nothing more I can possibly do, other then the part that I build.
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Stock manifold was 57kws behind a my current high mount setup using running the same turbocharger. It will be good if you can come for test drive with my car during your next visit in Melbourne. If top end power and torque has nothing to do with trap speed while only decrease end time, then is there a actual connection between trap speed to the turbocharger. Or is it more gear ratio related? as in it is limited to what ever it might be on 5th gear at 7000RPMs.
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Dame. Thats the closest one to the city. Where does majority of Melbourne people go for drags now?
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A proper aftermarket manifold with ext gate vs factory manifold. On paper the torque and power curve is very different after 5500RPMs and when driving it my current setup pulls very hard till red while it doesn't on stock. One the other hand tyres , wheels, driver skills and etc all takes effects so there are a lot variances. Well we are not comparing to other make of cars. Trying to get my car to the drags. Not sure whats happening to calder park this days. Seems they are no longer opening for weekend drags and I've been trying to ring them for 2 weeks and no one's attending phone calls either.
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Really need a high mount with a large gate. The difference in higher speed is huge. You can run that with the G3 you've currently got which would satisfy the 330rwkws mark on P98. Or tun a ATR45 or a SL25.5 for 350~400rwkws. Pretty shame WA got no E85.
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That was the exact problems when I fitted one of those manifolds into my test car. That is a China manifold. and it cost $150 landed from China made in steel, I believe the seller painted them black or added an external port to it. I almost imported 100 pieces of them my self few month ago. But after trailing it as well as some proper Australian made manifolds I gave up. Building quality and performance is no where near. So in the end i'm just happier to offer recommendations and provide results for every one to make up their own decisions.
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Proper high mount with an large external gate comes handy for high speed. The acceleration in high 3rd and 4th gear is totally different compare to stock manifold internally gated. When I run the ATR45 on 431rwkws flooring 5th with speedo doing clock work, car kicks side to side and felt it wants to skit and roll so I backed off. Proper aerodynamics really comes in handy around there.
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That is a pretty good result for 17psi of boost. Tried boosting it more?
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There is no E85 in WA yet. So 650cc will do fine for 300rwkws+ on 98. PFC is fine. If the car needs to appear stockish then high flowing factory turbo is preferred. and it can support towards the 270rwkws mark. Stock AFM is ok for upto 250rwkws mark. Z32 AFM for any thing above.
