hypergear
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Everything posted by hypergear
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The model No. is called ATR43SS1. This is pretty responsive turbo for a Rb20det motor, and made 225rwkws on 18psi of boost. By estimation it is capable of making up to 240rwkws mark on higher boost level as a bolton turbocharger. For reference, result is at: Click Here
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250rwkws using stock manifold internally gated as an easy bolt on option and been "responsive" is bit of a challenge. Billet SS1PU in .64 rear housing might be able to do it, but yet to be proved. 230rwkws region with the same requirement is possible and confirmed using the SS1 std version in .64 rear housing. Dyno reading is at the RB20det's dynosheet section.
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I think G3 will max out around the 370rwkws mark based on the same setup. I will do a test based on it in the next few weeks. I've also got few idea on high flowing factory R33 and R34 turbos that I like to trail. -
The turbine housing used on that run is a .82 type B rear. I believe type A would have produced more power. How ever this is the first prototype that made into this sort of power range, so there are many areas that could be twicked for even better result.
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yes Trent wasn't very confident with stock con-rods when we got to around 375rwkws, faster ramp puts less load on to the engine, and generally result that sort of power curve. I was hopping for 400rwkws at the time . On road its obviously not as responsive as the SS1PU or the SS2, but pulls crazy after 4G on full throttle. I'm putting the SS2 back on for the final tune based on external gated setup and e85.
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The SS3 prototype made 387rwkws on 23 psi of boost on E85. In fear of snapping factory con-rods this run was done on a quick 9sec ramp timing that makes it laggy on paper. This is with the Brae manifold with external gate per photo graph on above post. More work will be applied to this prototype.
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The firm makes the 20Gs for us in Taiwan doesn't have 25G comp wheels or housings unless I can send them a drawing or a sample with a big order at current stage. I'm also not currently looking to stock heaps of those, but might change in near future.
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Its all back together now using Brae's manifold. The best I can get his price down to with this version is $1250 with the wastegate screamer. Now with Heat shield on:
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New Hks Garrett 3037 Or 3076R
hypergear replied to R6n350GT's topic in For Sale (Private Car Parts and Accessories)
Just want to add some thing. In side that big box that I've sent every thing back with. The 3076 core was contained in a solid small box inside the big box. Don't throw that away. Every thing sent in has been sent back to you. -
Yes it is working in progress at this stage. its not as easy as I originally thought. The Billet TD06 has been sold to a SR20det customer. I don't have drawings for 25G comp wheels at this stage. So only 20G billet version in 8 or 10 cm. they are $750 each for any one whom's interested. Yes can be tight up to the manifold deal.
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Here are some updated photos for the new high mount manifold. I should have it on Monday for some details description. Pricing wise, this is $650 with any turbocharger or high flow service purchased Or $800 by it self. Add $200 additional we can also make a 3.5 / 4 inchs (not sure if 4 inches fit yet) front pipe. Discount applies to all of our customers whom has previously purchased and currently using our turbochargers or high flow services. Externally gated version of any of the ATR43 series are $275 cheaper then the common bolton versions. So price for the whole kit would be: ATR43 Gx series: $900 + $650 + $200 front pipe = $1750 (exc external gate) Or ATR43 SS series: $1100 + $650 + $200 front pipe = $1950 (exc external gate) We can supply 50mm external gates for $200 additional. or you are welcome to bring in an external gate for an adapter pipe to be made onto the manifold.
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You mean some thing like:
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Yes I can make that into a T3x flange still in the .64 turbine geometry. Is that for external gating? The one that I've got didn't quite work as the screamer had no room to go any where, Abe's making a budget high mount at moment, he said he will have it done by the end of this week. I'm also doing some fabrication work on stock manifold at this stage, that involves milling the top of the manifold log, then weld it back with larger diameter steam pipes, as well as the connector pipe for external gate. Its going to be an exercise that cost around the $500 mark, if works well, then its much cheaper then making a whole manifold while holding every thing in stock position.
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That is in a T2x .64 FNT turbine housing. Its a bolton turbo for stock SR20det's manifold dump and every thing else (S13 SR20det needed oil feeding line)
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That do respond to boost drop, where torque tapper represent where the boost at its lowest point. Per graph below, 6500RPMs and later the boost level is at its lowest point of 18psi. So it matches where it initially made 18psi at 3600RPMs, resulting a bow shape power and torque curve. There are improvements in it using an external gate holds boost straight. This is the boost curve from run earlier using latest SS2 turbine housing vs Adams using earlier turbine housing on pump 98 fuel: and notice how power and torque respond to boost level: I'm not too worried about the torque drop, pretty much all turbos in that HP range does, and responding to a combination of the turbo and engine setup as well as the fuel instead of the behavior of the turbocharger alone. Generally larger turbos with better flow waste gating and manifold plus exhaust system hold torque longer. Instead of the shape I'm more interested in the physical No.s it produces in mid range, in many cases you might find the end torque is same while the bowed shape curve had much more torque through mid range.
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This is my last run on the new SS2 on 98 just before the head gasket popped (engine was playing weird on couple of runs before we noticed it, so discard the dip before 2800rpms). Result is overlayed with Adam's SS2. The red line represent result from the current SS2, while the rest are from Adam's car. There is slight increase in boost response.
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Here it is. SS1PU internally gated bolton version for S13 SR20det non vct. The thin red line is on stock cams, while the thick red line is on big Tomei Pro 270 dur cams which made it bit laggy. The tune is based on pump 98. The car's not 100% done at this stage, my expectation sits around the 280rwkws with bit more boost once all finished.
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If you can send me a turbine housing with a 4 bolt dump pattern I should be able to modify my rear housings with that pattern. Its still recommended to have external gate welded on stock manifold, That will delivery better result. Its pretty good result from the SS2 based on the boost level, need a stronger ext gate spring. should reach 300rwkws. Personally I believe its pretty decent for the power. The current rear housing makes about 200rpms better in response, drop in an email for free trail.
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That is a $1100 manifold, the log manifold will have 123 goes into one plus and 345 in another. How ever there isn't enough room to merge 345 as the steam pipe bends are too big. If you go back and have a look at how my manifold is constructed, there are lots of efforts and man hours spent. Yes by die-grinding stock manifold would help on picking up 17kws, pumps it to 297rwkws internally gated.
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Looks like I might have to go high mount to keep the costs down. apparently the side mount takes too much efforts to complete. There's one more welder who'm happy to give it a shot, we see how it goes.
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Don't give up hope yet. Still under going negotiations, hopefully getting a better price for bulk.
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Its very unfortunate that Brae have finally gaven up on the simple log manifold design as cyc No. 4 can not be bent that far to suit stock position. I will speak to few other welders and see what other possibilities are. But for the time been I will be assembling my car with what I've got and have that back doing its jobs soon as possible.
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You can send a message to Abe2 for some feedbacks, it is currently on his 180sx. I will be seeing Trent for it once my car's back together for further tuning. The manifold are made from steam pipe. same material used on mine as well as other reputable manifold workshops. On previous discussion I've had with Brae is to relocate the turbo flange 15mms forward leaving extra room for cyc 4,5,6. Its a small change, shouldn't cause much installation issues, while stock water line and oil drain can be reused. The factory manifold crushes the pulse that connects to the rear 3 cycs, I'm not keen on following that design.
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The manifold is designed at a simple form that doesn't require lots of man hours. Its going to be a cheap bolton package, and I believe it can increase power level substantially working with all std high flowed turbos.
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The over all structure would be very similar to the HKS manifold as it is also an log manifold in a twin pulse. How ever the HKS does not bolton, I gave up on installation, its almost impossible to fit unless the engine is out. Now it ended up on ebay. The manifold we are making is a twin pulse bolton manifold. by not making a Nissan OEM flange I save $275. that money is probably just enough for a 4inch front pipe to factory cat position. So its going to be a full kit once its complete. If it works well I think that I can develop a turbo to suit that setup feeding E85 fuel, possibly 320rwkws on stock response or better.
