hypergear
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Everything posted by hypergear
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Goto www.hypergearturbos.com Under ATR43 and there are dyno readings from both Type A and Type B rear housing from the G3. -
SxxRicho: Interested in trailing Ceramic roller bearing turbo upgrade for your track car? Let me know if so, free exchange.
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You are more likely to see smoke on decel as smoke will be mixed with higher velocity of exhaust gas on acceleration making it harder to read. Also back pressure will act against the turbine shaft to the seal grove making lesser of a leak. All depending on the extend of leakage of course.
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If it started doing it on the setup that you've got it for the past few month (or years) then its highly likely that the turbo has failed. Best have it removed and checked, might be a cheap fix now rather then buying a whole new core later.
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I'm not sure if the stock R34 plenum gasket is rubber or not. you need to get the metal one with rubber O rings in them. I found the rubber ones gets blown out under high boost.
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Please let me know your date, I would like to come and witness your tune and take some video footages. cheers
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That housing is only for a SS1xx turbo. G3's got a much larger turbine housing, the cut on the adapter is currently the same.
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Have big gate keeps the turbine housing cooler, but harder to boost control. how ever also depending on applications, we do get XR6 BA turbo waste gate jobs often. From my past experiments bigger gate drops more boost. How ever that was before the innovation of all the wastegate controlling methods that I've used today, So might not have the same drop behavior, while makes more power on lesser boost just like having an external gate. And yes the machined 3inch Vband adaptor fits All .63 and .82 ATR43 series.
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The problem with large internal gate is boost control. means it will have more boost tappering off in general as there will be more load on the actuator. It is a bit of a concern on the new .82 IW housing assembly, might need to run a 2~3 actuator setup or some thing similar to eliminate boost drop. one off 38mm internal gate SS1 turbine housing.
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Depending on who did it. Far as I know high flowed R33 turbochargers made to produce good power for a Rb25det will be laggy on a R32.
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mmm well looks like I really have to make the dump pipe my self to get every thing properly. I'm thinking of getting rid of the factory 6 bolt patterned dump, and have a 38mm internal gate assembly made from scratch to a proper 3inch Vband dump, then a 3.5inches turbo to cat front pipe. 38mm internal wastegate: The internal wastegate assembly: Final assembly: Looks good doesn't it. The cost of making above including a proper one piece dump n front pipe costs $475. Works out to be $1375 for the Gx series. Still pretty cheap considering what most people paying for dump pipes this days. I will post photos as the kit completes.
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Well its still a dirt cheap part to buy, works out cheaper then me modifying a stock manifold. I will be doing some further evaluations and see how it goes.
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You might want to see how much boost its hitting with the boost T. Might not be getting enough fuel, or air or knocked so hard that it went into leap mod? Won't be getting much power increase running a fully stock r32 gtst with just a boost T. and you might be seeing me soon with a broken turbo . Aks your mate to run it on stock boost or spend some $$$$ to have it modified properly.
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Here's a photo sent by a customer as the Flange on those dumps wasn't milled out 100% to dump pipe gasket. It would affect turbo's performance as the step is right at where the turbine wheel sits. Would defiantly require some di-grinding and welding before installation.
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The SS1PU result that I've got was based on using this type of manifold. So there should be a 10% gain V fully standard exhaust manifold.
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Here are some results today from using the aftermarket CN bolton manifold. There is a gain but not impressive. All three runs below are from one turbocharger. Power wise: Red used the lowest boost making the highest power = Brae bolton manifold (winner ) Dark blue = Ported stock manifold Light blue = China stainless steel bolt manifold Boost wise: Stock exhaust manifold was the most responsive, Brae exhaust manifold was the 2nd while stainless steel CN manifold was the laggiest. During tuning, the CN manifold took 3 degrees of additional timing up top while stock manifold would've pin, making timing table wise identical to the $1200 Brae manifold. That is shown in the gain after 6500RPMs. The SS2 turbocharger used today was also fitted with my twin actuator setup that had the least amount of boost drop compare to the other two. So in conclusion while having the the highest boost level, been the laggiest, but Still not good enough beating an $$$$ hand made Australian manifold. How ever still an better exhaust manifold compare to stock. I will do one more run with in a week time using the .82 Ceramic roller SS2 against results obtained using factory manifold before making the final decision on having them imported or not.
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I've mis-read your comment in the dyno sheet section. the none boost controller version do appeared to be a little more responsive for some reasons. Good result nerveless.
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This is a pretty good result from a high flowed Rb20det turbocharger bolted on to a stock rb20det motor internally gated. Green is 98 and red id E85 limited by fuel pump. Hopping to see around 250rwkws with fuel pump replaced. For 4AGZE Ke10 rolla, Here's a result from a ATR28G2. Good chance cracking 300rwkws on 24psi on e85
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Well if the comp wheel is made exactly the same to original caste then it makes no differences. lol For our billet wheels we run a different sized hub with slightly taller inducer and blade curvature. All manufactures has their own wheel profiles, so there won't be an identical billet turbo result. The currently 20G follows our SS hub and blade profile, that is engineered to produce the most Power with Least RPMs. So the car comes alive as soon as its on gas. You can see that worked extremely well refer to test result based on a SR20det None Vct motor, and no one has yet managed to get 200rwkws by 4000Rpms on same setup. Its going to be crazy responsive working with the Rb25det. I would expect the end result be similar to the SS1PU with more top end since working with proper manifold and external gate.
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have not been selling any Type A this year so pretty sure all the once made as a bolton turbos are type B.
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They all had a stamp. Difference is in the fnt nozzle setup. its near the inlet of the exhaust turbine housing.
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Visually it has .82 stamp on it. It is large.
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Solely by looking at all your boost curves. Halando's the only person running the Type A .82 rear, matching up the boost response against mine its pretty much identical. How ever that turbo was still still gain power on my setup from 22 to 24psi. The most I've seen from the type A in stock manifold on 18~20psi was 287rwkws tuned by Toshi, You are up to 270rwkws at 18psi so its not very far off, have a play with the cam gear and possibly cooler pipe should enable the gain. T-Revz is running the Type B .82 rear from memory. The boost response (rpm= speed / 28 * 1000) so by 3700rpms you are sitting on 15psi appears to be laggier (not by much) the reference to be looked at is page 292 and 294 from Adam9111, might want to have a play with your cam gears and cam angles. Tory is also running a Type B .82 and his response matched up perfectly to mine. How ever this turbine housing does not have that much of a boost drop off behavior. I strongly recommending of getting a boost pressure reading from the turbo's outlet v after the inlet manifold. Power wise I don't have much experience of aftermarket cam behaviors on Rb25det. Based on stock cams, its just matter of tuning and play on the timing and fuel mixture to for the best Hp out put.
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Yes I have stock of the billet 20G but only in a 10cm T3 rear. I can sale you the core for $700 if you want, which you can run that in your current 8cm housing. 18G, and 25G plus 8cm turbine housings are still work in progress at this stage.
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I've always been using xforce exhausts. if the flange is small you will see a carbon trace, and mine appears to be fine. Its just a flange welded onto a pipe, I've honestly never thought a dump pipe been made and sold like that. All Bolton turbos has been made on a jig, so regardless what housing it is the bolt patterns are exactly the same, with all dump area matching up perfectly to stock gasket. Dump pipe been restriction, yes, a customer just picked up 22rwkws by replacing his split dump with a custom bell mouth. I will get a copy of his sheet next week.
