hypergear
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Everything posted by hypergear
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Further update: This is SS2 turbocharger have trailed of our newer brass bearing setup with alternative oil delivery gallery. Video shown turbocharger after the car has been shut from idle. On road it starts building boost and build boost to full just noticeably faster -
Because I didn't have a ready built SS1PU on that day other wise it should make very decent power on the high mount setup. Will trail that on my next visit to Trents. With the SS1PU If you can run 23psi of boost, they can make up to 280rwkws on stock manifold internally gated. Other wise they generally be making around the 260rwkws on 18psi.
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Pink is also ss1.5 the whole sheet represent the 1.5 with different boost levels. Also it could because the SS1PU was trailed on a stock manifold, the billet SS1 and 1.5 is definitely more responsive. Turbine side of the SS1xx is identical, only the compressor size is different, theoretically small comp wheel deliver better response. I've used a large .86 turbine for the Rb25det, Smaller .64 turbine housings are used when configuring SR20det and Rb20det engines.
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It doesn't show much on the dyno as it is 4th gear 100% throttle. But through every day driving using 20%, 30% or 50% throttle the difference is very noticeable. And this is probably as responsive as it can go in terms of not chocking the engine. I've also trailed two bigger turbos yesterday, while the maximum that I could reach was 370rwkws regardless size of the turbocharger. Which is probably at factory cam shaft's limit. Below is G3 in Type A rear housing: and SS3 in Type A rear housing After comparing results it appears the SS2 is probably one of the best turbos in its range for Rb25dets with factory cam shafts. It can perform reasonably well internally or externally gated and used as a bolton turbocharger. While the SS1.5 and SS2 are the best turbos for people chasing mild power while maintain factory's driving ability. The Billet SS1 and SS1.5 would be an excellent upgrade for factory Rb20det and SR20det's interms of mild power and response.
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Had a big day yesterday. I've had both new comp wheels trailed. Both of them are super responsive, feels like stock turbo pulling big power. Results are based on E85 fuel, high mount and plumbed back external gate. The new billet SS1 with 60mm wheel: Maxed out at 276rwkws, made 20psi by 3500RPMs. This turbo is bit small for a Rb25det, it is perfect for a SR20det and Rb20dets. when used as a bolton turbocharger internally gated with pump 98 it is good for around the 220rwkws mark. The SS1.5 made 298rwkws peek, also 20psi by 3500RPMs. This turbo can be used on Rb25det, Rb20det or Sr20dets. Used as stock bolton on pump fuel, it is capable of around the 240rwkws mark.
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For high flowing its physically still the stock turbo with larger and steel wheels. So it will be a drop in replacement. The ATR43SSxx with .60 comp housing would require a metal induction pipe (must have for high performance either way) and a 90 degrees long legs silicon reducer from 2.5 to 2 inches. Braided oil line is usually supplied with a high flow or a brand new turbo.
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Can be done. Result in page 320. How ever only for evaluation at this stage. Trent is Finally back, should have results for all 3 new turbochargers by weekend.
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Doesn't make much differences on the dyno. but in road driving there is a small difference in throttle response. how ever I'm pretty concert with the life span with those bearing specially when they are working in a hot environment with high speed and heavy thrust load. In the bush bearing setup the centripetal and thrust support is the oil pressure supported by oil pump. So the bearings don't necessarily worn unless the pump fails or the oil has hard objects. I'm trying to get the same throttle response as the roller bearing through modifying oil galleries on the bearings and bore.
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Yes can be done. Can also balance RC plan rotors, and remote control car wheels. lol Further update, this is relation to current bearing setup. I'm trailing couple of high tensile steel ball bearings, as well as few different types of brass bearings that I've made earlier. Will upload result once done.
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All you need is a stock BA XR6 internally gated turbo. We've built one for a Auto Falcon last year made 311rwkws E85 with 11psi of boost, close to no lag.
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appears to be a either: 10 blade turbine: S14 T28, 9 blade turbine: GT2860RS, or some thing in those lines.
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Ford XR6 runs of a 82mm comp with a 1.06 turbine it is physically larger on both compressor and turbine end you need to run a much bigger turbo. years ago we've made a customized turbo based a GT45 1.26 twinscroll turbine and Garrett BRD351 compressor that have see 458rwkws on a Ford XR6 turbo with pretty good response.
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The 25G comp wheel is in 78mm, its bit large for the turbine end and I'm very interested to know what sort of EGT you guys are getting as I've received couple of emails in relation of replacing cracked and broken T67 turbine wheels since the start of TDxx developments. But have not seen any using the 20G compressor setup. I might want to reduce it to 74~76mms with a slightly lower blade profile for better torque and power within 7000RPMs rev range and lower EGT depending on how this one goes.
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Most of high flows are using G2 profiles, which is a small 52 trimmed 76mm compressor with a customized T3 turbine
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The billet compressor wheel if made into identical specification as cast wheel the difference is almost none exist. The compressor wheel can only make a difference, with alterations to its wheel blade profile, hub profile. Those are possible because the billet material is stronger then cast, while the standard cast item is very conservative in its design for reliability. In this case compressor wheel names don't necessarily be matching its cast output, It is very possible that we can produce a 20G compressor wheel that matches the 25G's efficiency. My goal in customized turbo design is in scarifies the least amount of resource for most of out put. Means greater area under power curve within usable rev range, and this is archiveble with customized compressor wheel and housings. Make a perfect compressor wheel comes into a lot of evaluations, the current 25G compressor wheel is the very first prototype yet to be trailed till tuner gets back. I'll be trying to get this turbocharger upto the 400rwkws on stock cams while reaching it below 7000RPMs.
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Currently Belt driven. Can also be compressor (air) driven, need to make some parts for that to work.
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Thanks for the feed back. And Happy new year to every one, Best wishes and more power cranking. in photo is our OP6 high flow using SS2 CHRA: Balanced using our brand new Dynamic turbo balancing machine with VSR cradle.
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Not really, 1.3L 3cyc per turbo V 2.6L 6 cyc per turbo. Also turbo shuffle in the twin setup is also pretty annoying. I recon that I can make a jig for a bolton single turbo suitting a Rb26dett if I can get hold a GTR for few weeks.
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Whats The Symptoms Of A Blown Turbo?
hypergear replied to hijaked's topic in Engines & Forced Induction
Lost its turbine wheel. Won't smoke that way if turbine wheel is snapped after the seal grove. (normally are as the grove bit is in steel) -
Oil drain blocked or kinked? happens to the 2nd turbo usually.
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SS1 is in 60mm, SS1.5 is in 64mm, while SS1PU is in 71mm. Both wheels has 3mms in tip extension, customized hub. The 60mm wheel has the equivalent blade size as the current 71mm cast wheel, and I've added couple degrees crop to the top so it won't be maxing out so early working with a Rb25det. This wheel should be excellent for people targeting 200~240rwkws on stock camed Rb20det/SR20dets. The 64mm is a smaller version of the 71mm, how ever there isn't a lot of difference to the inducing and exducing area as most of that diameter has been taken out form the center hub, it does have very sharp throttle response, probably won't have as much top end, hopping to see bit more areas under the curve.
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The SS2 in .63 rear or a SS2 OP6 high flow seems to be working well with auto trans. This is my very first SS2, it was sold to an auto owner and tuned last year. The car made a responsive 259rwkws peeking 18psi of boost. I'm not sure if the transmission has been worked. R34's select speed auto has pretty long gear ratios, setups felt abit laggy on a manual is pretty laggy on the auto. The SS2 in .63 / OP6 highflow or the SS1PU is probably the top choice for a internal gate bolton for your goal. I will be around through out xmas period, come pass for abit of test drive or have chat when you free. SS2 .63 Auto, Pump 98
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Well I can't really do much till its tuned. This turbo has a totally different rear wheel and housing compare to the SS2 so I'm not very confident flooring it at this point. How ever I did let it on 12psi external gate pressure and its very responsive and probably due to the effect of the external gate and manifold the torque was incredible. Driving wise it feels like having a R34 turbo on a R33, turbo comes a live with just a little bit of throttle, ie tap 20% throttle and the turbo whistles to boost, floor it = a very big pull. There are generally two kinds of feed backs, its either this car's got some serious power or this car is very fast. I think All SS1xx series belongs to the 2nd category. I've swapped the SS2 back on so I can drive the car, will post results for all turbos once Trent gets back from overseas. at moment I'm modifying the 10cm turbine housing to suit my front pipe, be interested to find out the on road behavior of my billet SL2 20G and 25G on Rb25det.
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Some updates on the new billet SS1 and SS1.5: I've had both housings machined to suit the core. They will be using a SS1PU's externally gated turbine with 3inch outlet. This housing was customized to suit my current front pipe that was made for the SS2, so looks bad after been chopped and welded it few times but I got it fit on the end. All fitted up and ready to go. will do some road tests tomorrow.
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No I dream about hot chicks licking my turbos To do that we need to: Sleeve and re-profile the comp housing and back plate: $150 Compressor wheel: $200 Balance & Assembly the CHRA assembly then the turbo assembly.: $70 Total: $420 It will becomes a SS2 in .70 comp housing used on the test car with Nissan IW assembly. It won't be able to unleash its full potential till fitted with a proper exhaust manifold and externally gated plus a good tuner of course.
