hypergear
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Everything posted by hypergear
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Thanks for the support, if you are happy to send yours in I will give you a special price of $600 for one unit only. and I will make sure it out performs whom ever's $800 2nd high flow. PM through once decisions made.
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The ATRSL20.5/25.5/STDSL220G are all based in a 10CM turbine SS1PU is in a .86 turbine SS2BB is in a .82 turbine. All on externally gated setup with E85 Fuel. -
Rb25 Turbo Upgrade, All Dyno Results
hypergear replied to Nacho Vidal's topic in Engines & Forced Induction
93 model R33 GTST Forgied CP pistons, valve springs and stock every thing else. 800cc injectors 600x300x75mm Front mounted cool Brae high mount exhaust manifold HPVA 50mm external gate atomsphrically ventilated. Xforce 3inch Cat back exhaust 100 Cell Cat Profect B electric boost controller 4inch intake pipe Adaptronic Plugin E85 fuel Turbo: HyperGear ATR43SS1PU. Maxing out at 322rwkws Same setup as above using HyperGear Roller bearing ATR43SS-2 turbocharger, Maxing out at 374rwkws For overall layout between the Std SL220G, ATR SL220.5G, SL25.5G, SS1PU, SS2BB, differences between Plumb back external gate V atmospheric ventilation and Bush V BB response differences. please visit our thread (click here). -
GTScott: Sorry won't be able to BB SS1PU, make no differences either way. Reading below contains the ATRSL220.5G, SS1PU, STDSL220G, and SS2BB.
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Compare to the older ball bearing setup, the difference in oil drag won't make enough differences that can be picked up by the dyno. I would call the latest more reliable, as harmonic vibration separation has taken into account. means the shaft harmonics is not affected by engine harmonics while both are spinning at high speed. I've spent many late nights and time getting that working. 89cal: The engine fitting has been sent. See how it goes, send it back for upgrade if there are any issues. This is SS2 Ball Bearing V SS2 bush bearing. Please note today's dyno run used an proper externally gated setup while the older run had an external gate plumb back setup. There shouldn't be any differences in top end assume both runs are based on the same setup. On the same time, evidence in differences between plumb back and atmospheric ventilation.
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Further updates: Today I've trailed our SS1PU and Roller bearing SS2. Both Externally gated and E85 Results are below. SS1PU maxed out at 322rwkws with peek boost of 20psi. This turbo is super responsive as usual. The Roller bearing SS2. I believe This is probably the best turbocharger that with the perfect balance of power and response for a stock Rb25det. brilliant on road driveability. It maxed at 374rwkws with 22psi of boost. We compared few runs against it including our new ATR-SL20.5G, 25.5G, as well as Bush V BB. Will upload bit later.
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Years ago my sil180 with 230rwkws got up to 13.4sec quarter driven by dr drift. I'm no expert, Just personal experiences, need avoid that big wheel spin in 2nd going fast , ease a little throttle actually get better acceleration time. I got a D-box, its a very good toy for practice launches and quarters. 2ndly a proper manifold and ex gate setup would help heaps with up top torque, I felt that straight way after installation, will pick up more HP too. That top end torque would definitely help getting better times. Also BB research is so far at a level that I'm pretty confident with. I have 2 more sets of bearings and can convert any G series to rollers for $200. in case of failure I will refund the $200 price difference and rebuild it back into brass bearings. Please let me know if interesting in trailing.
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Probably not much in terms of tune. How ever the shape of the curve do appears to be pointy after 6500RPMs while plumb back rounds off.
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For this power range on the SS1PU would be a pretty responsive turbo for your application. That generally makes around the 260rwkws mark in a manual, I'm unsure the Auto/Manual trans lose as I haven't had results of it from a Auto yet. Alternatively you can use the SS2 it is not as responsive, but still reasonable, and I've had two customers making 260rwkws on autos. Reference: http://www.skylinesa.../page__st__2440 and http://www.skylinesa.../page__st__4800
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Since its a OP6 R34 turbocharger, standard high flow will get you goal with pretty decent response.
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I had problem with that about 2 years ago. The Cop's interpretation was: Only one "intake mod" is legally allowed, means its either an aftermarket intercooler or an aftermarket induction system, not both. Not stock is aftermarket.
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That can be done. As long as it increases response without the singing the Dingo bell song like Trent's 2530 then its good .
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might be a good idea to PM Status or Dvsjas and Toshi.
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There was a covering up sleeve that Garrett made for their Lemans track car's turbocharger back in the days. I can't remember what that turbo was called, it was very similar to a 2860RS with a billet comp wheel. I had a chat about it with a Garrett engineer which we do some work with, he did mention the purpose of doing was by reducing induction and exducing area of the compressor housing would accelerate the velocity of air dispatched from turbocharger's compressor. There for gain response while trade off top end power. I will do a trail on that with the G3 and see if that gain any noticable differences. will post photos as I go.
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You can try and blocking up the BOV. that do help with boost lose between gear shift. i think alternately run that on a external high mount setup and crank 24psi. The G3 turbocharger was making 370rwkws on a high mount external gate setup which is definitely a big end turbocharger. I have few tricks that I'll be trailing next week and hopefully that helps with turbo's response and down low torque.
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Putting the BB SS2 back on dyno next week on high mount setup as well as the SS1PU. Up to this stage the BB SS2 steel felt the best on road in terms of overall drivability. video footage of it with the latest oil delivery setup. Will post results against the other two once finished.
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For your Sr20det? Jks, probably do a run on my RB25det after cams, then for a close Mate's XR6 turbos.
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I can engineer the comp wheel to suit any sort of shaft, back plate and bearing housing. not a big issue. I will probably do few runs with it after I get proper cams done. By the looks of the TD06H turbine that size should be good for internal gating on a Rb25det also.
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Ok, Lets make a TD06H, probably a good base trailing the billet 90mm 750HP comp wheel that I'm making for the Ford XR6 BA, might need 12 Cm turbine.
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I got a ATR43G4 which is a 3540 bolton with actuator and oil line for $600 if you like. Will make power but laggy like V. laggy.
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That is a cropped version of the TD06 turbine, that would shift power band to mid high range. It increases the total dispatching area of a turbine wheel. I used to crop the Sierra S3 turbine wheels for high flow before the current, on stock R33 21U turbine, at 16 degrees that reached 275rwkws while 250rwkws on 12 degrees. noticeable difference in drivability from Std to 10, 12 and 16 degrees crop, the higher the worse. Shank (hub) sizing increases total induction area, also generates that nothing then hard lunch effect, might be good for drag cars, how ever on road I'll reduce that to minimum. I'm making 2x new wheels for the SL2 turbine, one is a altered SS2 wheel with tall blade profile, while the other one comes from the 3rd trail SS3. Above is only based on stock camed Rb25det engines, larger / different engines might act differently. The new SS2 comp should pickup another 20kws without altering current response, while the SS3 comp would be plenty for stock Rb25det's cams, while shifting mid range towards the left by around 200RPMs.
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Altering comp wheel size little over or under makes no differences, it doesn't mean it has to be a 73mm, I haven't never seen their turbos before, so blade profile will be totally different. Any results from that on a Rb25det?
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I'm thinking going big in turbine and going smaller in comp. Need a large turbine to make power using stock manifold and internal gate, Then reduce comp dia to compensate for response.
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??? some one already done a 73MM? The blade profile will be totally different either way, but thats ok, I can make the exducer into what ever dia to archive the same goal. Sierra wheels are bit old school, they were retired from our turbos since 09. Using Brae high mount now. Ebay manifold is off the car.
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Going through books, The wheel dia of the 20G is in 68mm while the 25G is in 78mm. 10mms is a pretty big jump in terms of compressor wheel dia, I'm wondering what happened to the 21G 22G 23G and 24G if they were ever existed. I have some plans on making a 73mm wheel to run the SL2 turbine on, making size wise a 22G.
