hypergear
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Everything posted by hypergear
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The kia made 110fwkws from 73fwkws on stock injectors and it appears the stock cat back is also maxing out. I've fitted a ATR28G1 on it with high comp engine it has no lag, very fast off the lights. Its at Adaptronics making plug in ECU at moment and its been there for almost 6 month as he has issues getting stock auto to operate. This project is made for a Chinese 4S Kia dealer, Detail write up and photos has been posted at their forums. You might need google translation to read it, but photos are fine. http://saa.auto.sohu...4673727-1.shtml Also for people whom's interested in to twin pulse turbine housings. I'm in the process of making one that has a working VNT valve. It is made to work with a single or twin pulse manifold. Designed to switch a .41 A/R turbine housing into .82 after boost pressure rise beyond 12psi, it should dynamically advance down low torque and power while not hurting mid and top end. will post up photos once its complete. Well, work wise its all about the amount of time invested, Like I've be in my shed building and trailing different turbos while most of others are out with Mrs lol. All make of turbochargers has its strength and weakness, I don't have a Bias for or against any, but do enjoying improving them as well as putting new ideas into inventions. -
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 plumbed back. Xforce 3inch Cat back exhaust 100 Cell Cat Profect B electric boost controller HyperGear re-engineered ATR-Billet SL220.5G 4inch intake pipe Adaptronic Plugin Max power is 346rwkws on E85 fuel. For Vs result compare to a Std SL220G please visit our building thread. Same setup E85, using HyperGear re-engineered T67 or Billet ATR-SL225.5G Maximum of 390rwkws with exhaust restriction, and stock cams is also maxing out. -
SS1PU and SS2 all share the same comp wheel so identical to whats on the TD0620.5G The SS1PU SR version is in .64 while the 10cm is in .73, The 20.5G can only preform in a high mount externally gates setup, I think you really need to have the car returned in a normal day for the correct power and boost correspondence after run in. I haven't done the SS1PU RB version against SL2 turbine yet, that should give me an indication of which turbine is more responsive, how ever also need to be taken into consideration that the SS1PU does not require external gate.
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Pink is at 331rwkws, yellow was at 346rwkws. We compared it against yours that sitting at 312rwkws on higher boost, also notice the torque difference in mid range. I got few more SS2 wheels, if you keen for a trail I can fit one to your TD06 at cost.
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Thanks for the comment. The comp wheel blade is quite different to the 25G, and I was hopping to get that power without doing 8000RPMs+. The car has stock cam gears. Cams are very maxed. I have a 3inch exhaust with 100cell cat with external gate plumbed back in. Trent said that is getting restrictive. I'm getting some screamer pipe made and probably do one more run on it.
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Compare Blue and Pink runs. The STD 20G had more boost but not much more power increase. Its only a small 67mm comp wheel and I say its close to been maxed out. Compressor wheel wise the SS2 wheel is larger packed with bigger blades, that wheel maxed out on a larger rear housing at 359rwkws, so its sorta expected on a smaller SL2 turbine. Billet T67 result is also posted in my thread. Final run was 390rwkws stock cams, at 7000RPMs on 22psi with minor exhaust restrictions. That also worked out pretty well as I didn't have to rev it passing 8000RPMs to get that power.
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And this is our billet T67.5 with a customized profiled 25G wheel. It did match expectation as its made 390rwkws by 7000RPMs on stock cams. my 3inch exhaust with external gate plumb back becomes restrictive at this point, with a 3.5inch exhaust and an atomspherical external gate I should be able to rid of that dip up top and just touch 400rwkws. Compare to Ebay T67, This one is slightly laggier, Lot more power in mid and upper range. I didn't have to rev it over 8000RPMs to get that power either.
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For people whom's looking for comparison of our billet SL2 20.5G (using SS2 comp wheel) V Kando's SL2 20G. Result is below: Blue and Green is standard 20G, yellow and pink is our billet 20.5G. Both on similar setup with E85. Same response, heaps more mid range and top end as you would normally get from a SS2. Will post up result from our billet T67.5 later on.
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In comparison to a standard Ebay SL2-20G (Blue and Green is 20G, yellow and pink is our billet 20.5G) :
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Some update for today's tune, We've tuned both billet 20G and 25G with SL2 10CM turbine. (Happy birthday to Trent by the way ). First the Sl220G, or I should call it Sl220.5G since I've fitted the SS2's comp wheel. It maxed out at 348rwkws at 20psi (peek 22psi). Nice and fat power band. Good response with plenty of mid range torque.
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Since you've got a OP6 Turbocharger a standard high flow on stock housings can get you about 350rwhp mark with good response. Reference is at: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page__st__6580 Alternatively you can pay bit more for the billet SS1PU high flow which comes with a larger .86 turbine housing and a stronger actuator. Power wise it makes around the 350rwhp mark with excellent response, wide power band and plenty of torque. reference to look at is: http://www.skylinesa.../page__st__4460 Tuner is very important, I have recommendations in the east but yet to know any on the west. if you have a Nistune chip, I can forward you with a map for reference once work has been done.
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Interesting. The stage 3 Sierra wheel was that I've used for high flowing 5 years ago, same as the old school TR44xx turbos. I've also bought some of those bolton turbine castings, They are a modified KKR430 .58 turbine housing. Will be building a new billet bolton turbocharger with it soon and making sure it has the best power/response curve.
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With the new billet 20G comp wheel, I did a trail run with it using a much larger turbine and it stopped making power at 344rwkws. So assume the SL2 turbine can out flow the compressor then it should make no differences in peek power, while getting much better response. I will complete the ext gate trail on the SS1PU and do a comparison on both compare to a standard cast SL2 20G.
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Been busy lately modifying the TD06xx turbine housing to suit my current manifold and dump, and finally got every thing fitting up nicely: Above is our billet SL2 20G. I will refer it as XTDSL2-B20G With the current SS2's tune this turbo is very responsive. Feels very similar to the SS1PU, Tune is booked on For Tuesday. I'm hopping for close to the 350rwkws mark.
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Thinking about it. can't run internal gate on that once converted tho.
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In a manual we don't usually sit on the 2~3000RPMs range, how ever the autos do use that quite often and with the long gear ratio and high drive tran lose, It acts as if it needs a tinny baby turbo down low with a huge turbo up top. Unfortunately any thing smaller on the exhaust side is going to sky rocket upper range EGT while smaller comp will reduce top end power. Roller bearing has no effect on the SS1xx series as the bear friction in those are already sit to be minimum. It probably need a VNT valve in the exhaust housing. I might be able to get that working and driven by an actuator.
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Also because the roller bearing have increased the boost building rate so its very hard to put that much power on the road in a short period of time. I've got RSR 255 in the rear. In third full throttle it swifts left n right, left n right.....
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Posting some updates: This is some thing that I've been working on for the past weekish, reducing the oil drag behavior on a roller bearing turbo cartridge while not delivering lesser oil. This is a oil cooled BB CHRA that does not require water cooling. Turbocharger used for evaluation is a ATR43G3, comparing shutting down time from before and after. Just for abit of lolz, I've blew up 6 turbochargers during this development. Mainly due to seized bearings and thermo shaft bending due to metal expansion tolerance and insufficient oil delivery in areas required. Final out come is satisfactory, I've managed to reduce oil drag while delivering the right amount to all areas required. I've taken it for a 54km thrash after, with 370rwkws doing wheel spin in 3rd is pretty scary on the high way, specially over taking a new HSV. Nothing seized up during the sprint and after cooling down. There is a Just noticeable difference in boost building rate.
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When this happens the turbocharger starts to surge loudly and violently. Thats when the compressor hits the upper surge limit.
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Well radiator heat and high environmental temperature don't necessary cause the same behavior. A car can still drives perfectly fast in a 15 degrees day with radiator temp going about 100 degrees, that happens on track days all the time. How ever it can not drive fast on a 45 degrees day, even with the radiator temp is 10 degrees cooler. Cold air has higher oxygen content for better combustion. higher oil temp causes oil to thin that has less drag on the turbine shaft, It appears to have an affect on both roller and bush bearing cartridges, how ever roller bearings are not as greatly effected. Response is not bad, and there is decent amount of differences down low, FNT turbine and custom bearing n collar seems to take effects, it is difficult getting better response on the SR20det while not hurting top end. Physical size wise SS1PU is a larger turbo to the TD05H in both compressor and turbine end. Once the car runs in, on a cooler date the maximum power delivery will be higher. Our billet TD05H should provide even better response, how ever maximum power wise can not match the SS1PU.
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Shouldn't be an issue matching the 2530, The new billet SS1 might perform better within the same HP range. The SS1PU is a larger turbo compare to T518Z, Per Abe's result its already sitting 265rwkws on Pump 98. E85 results with 98 is not directly comparable, there is a 40kws difference in peek power as well as mid range. If the SS1PU's peeking 248rwkws @ 18psi on pump 98 on at 45 degrees day. On E85 it should be pushing towards the 280rwkws mark with slightly better response. I'll be looking forward to the final E85 or P98 tune once his engine runs in. Also response is pretty decent for a none VCT SR20det too.
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Thanks for the feedback. Not bad for 45 degrees day, under a factory it would be oven baking. That affects the cooler's ability to heat sink. Also well, need more boost, still missing 6psi.
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Thanks for the response. Since most people are on stock cams. I will run through the evaluations on the Billet TDxx series before I switch cams. Also I've built this last week for a customer that required anti surge sound regardless of power or response. lol. So I've tabbed some threads and made custom plugs for this housing. Anti surging now becomes selective. Anti surging ports open: Anti surging ports blocked:
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The materials makes no differences. its about how and where the oil is dispatched and delivered. I'm working on another set of brass bearings that can possibly spin them selves with oil entry. With the Pon cams I thought they are drop in which don't requires dialing?
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The SS2 would be a very good turbo reaching close to the maximum of capacity of stock cam shaft. I'm looking to upgrade cams for the maximum capacity of some larger frame turbochargers that we build. I'm looking at the Tomei Pon cams and the HKS in256/ex264 cams. Can any one whom used them share some experience in terms power / response behavior?
