hypergear

Its pretty hard to sort as every car is pretty unique in its own way of modification. The turbocharger it self is exactly the same as they all milled through the same machine to the same specifications on the same programe. Reason for diversity in power level that ranges from 320rwkws to 201rwkws can only depend other supporting mods, engine condition and the tune. I found most consumers whom purchases Bolton turbos are likely to purchase bolton street legal or cop friendly parts, then modify their cars that way, such setup will not produce power. Plus some tuners not been able to tune for its best, per back to back result comparison from tunning shown in previous pages. The G3 in similar setup as test car on factory engine produces around 280~300rwkws at 19~20psi as norm and there are plenty of people getting that. For people whom resulted below average, compare your car's mods based on: Intake <== Same diameter as inlet of turbo Exhaust <== Bell mouth minimum3 inch turbo back straight through Intercooler <== No return flows (specially CN return flows), Use quality 600x300x75mm core. Engine <== Even compression within OEM Specifications, Correct initial timing. Tune To the test car and this thread has plenty of information on caused affects from various parts. Obviously people don't post unless they need assistance. The problem solving information are very helpful for other modifiers. Need high pressure actuator to hold boost straight. This is result of swaping for a soft 14psi actuator, the effects were has been told before the downgrade.

They run pretty large .82 rear housing. That actuator has been tested already, I delt it has some thing to do with the actuator or the wastegate assembly as there would be couple of hundred people here with the same issue. Try a different boost source and see if that makes any differences as I found it strange as the sping load made no difference in your car.

That combination chocks the engine on both intake and exhaust. Tried it doesn't work. Dynosheet at: Must run GT30 equivalent high flows on RB25dets.

Thats the first ever case on a G3 I've ever seen. Those turbine housings runs a 32mm internal gate port with a 36mm wastegate disc. Thats what we port the internal gate to on the Garrett turbine housings to when we rebuild or high flow their turbos. (mainly xr6 3582). That gate can not be ported any larger as thats all the diameter there is before breaking into the walls. That can not be the cause. Check the wasetgate assembly to see if its operational by shooting pressure into it from the compressor. Of it is then check vacuum source. or see if the actuator it self is operating of so make sure the rod is not fouling on the bracket.

There has been bit development in that high flow as I had a customer whom own a work shop near by was happy to trail all of the combinations and the best felt on road is some thing in between a 3071 and 2871 with custom trimmed up turbine wheel with FNT turbine modification. It is touch smaller then the usual profile that I normally run in the skyline turbos which some of you noticed the HP rating isn't as high. I've also modified the bearing housing so they can work with stock oil supply, braided oil line is no longer required. Test car was a auto M35 with cooler and exhaust only and that high flowed turbo was excellent to drive with on road. I believe the best option is running the SS1PU on the VQ25. I'm consider making a custom mould for when more M35s comes into the country.

Get cooler and drive with no airbox lid. lol

glade to know every thing's going well. This might be off skyline topics but any one know any good ecus or perferred plugin ecus or flash software that I can run with a VW Golf GTI 2L turbo DSG motor? Got a offer to develop bigger bolton turbo for that car but its totally new to me. cheers. Also I will be starting some evaluation on externally gated turbo combinations, and will be able to supply those at a very reasonable price including some of the popular TD06 and T67 combinations. Possibly with billet wheel and ceramic roller centers.

I have a high flowed R34 turbo good for 300rwkws+ pm if interested. How much boost is in that solid cash part?

I won't worry too much about the hair cracks around the wastegate hole. But the split inside the turbine housing is no good. I've seen few happened to some old VLT T3 turbos, this turbo would need a new turbine housing.

Another update: We do very few SR20det turbos this days. This was sent in from Customer using our latest FNT turbined ATR28G1 turbo from a 92 model 180sx SR20det non VCT model. Fully standard with injectors, nistune, z32 afm, cooler and exhaust:

Goto: Norden hydraulic at 61 Bennet st, Dandenong. For oil: Half meter long Dash 4 braided hose with one straight hose trail and a 90 degrees hose tail. fitting for turbo Garrett should be a 7/16 SAE (or unf) fitting for engine: M12x1.25 Water lines: 3x M18x 1.5 speed flow adaptors for engine and turbo. Water in: Dash 6 hose half meter long hose with straight and a 90 degrees hose tail. Water out: Dash 6 hose 1 meter long with crimped fitting on one end and 90 degrees hose tail on another. I'm pretty sure above is all correct, How ever measure it up on the car and bring the turbo to them and make sure. I'm not responsible if I've quoted incorrect sizes.

Well, not normal. Looks like the factory actuator's getting tired and the spring no longer has the strength to hold it shut against the exhaust manifold pressure and leaves boost to creep. You can not preload the stock actuator. Turbo is definitly not like this. Should be able to have it fixed with a new actuator. I can have a play at it if you can drive pass. Ring before drop by.

Thanks for the feedbacks, most valuable to read. For a bit history on the SS1PU, this turbo original came from the TR28kai (DC) which is capable of doing 220rwkws, moded in to TR29(DC) which made a laggy 240rwkws, then modified into ATR28G2 that is capable of much more responsive 270rwkws then into SS1 and now the SS1PU. Since it came from a responsive turbo that is capable of flowing 270rwkws originally, so the responsive 270~280rwkws with the ad of billet comp wheel and FNT turbine is pretty expected. The 242rwkws at give boost level is abit low compare to few others, it might has some thing holding it like your tuner said, I'm happy to swap a softer actuator to hook up an EBC with for further tuning and hopefully seeing around the 270~280rwkws margin once fully sorted. The power delivery of a high flowed turbo is more linear. The SS1PU gains power and torque at much more rapid rate, like a normal athlete compare to athlete on steroid. lol SS1PU is an on going project, there has been few evaluation models trailed after the current release how ever they failed to deliver better results. Im hopping to reach 300rwkws with current drivability.

you can, if you can drill out the oil restrictor on the hollow screw and the benjo. not recommended.

you will find boost control a very big issue depending on what you perfer to run. R34 housing or a even the T2x .64 rear housing would be highly recommended.

its been high flowed, would be good mild upgrade for a Rb25det. must use unrestrictive braided oil feeding line.

Looks like a R32 GTST turbo. Got photo of the rear housing and wheel?

A customer and his mate both bought a G3 2 weeks ago, Running identical mods tuned at two different tuners, one came back with 287rwkws on 18psi and the other one's barely making 201rwkws on 22psi. Plus I've had customers came in with bad tunes and a proper tunes makes huge difference in Power, response, reliability and drivability. I'm hopping to produce a rather accurate timing table (not sure if possible) that every customer can referring to depending on turbo models, get rather close results with similar mods.

Can every one please post up prints of their timing map for their atr43 series turbocharger. That would help us determine which tuner might be better to go for as well as how power and response responded refer to different tunes.

I'm awaiting to see few more results from all 6 of those made before making a decision as this turbo performed above expectation on the test car, which can be either good or bad. So far I've got: 325rwkws peak 23psi 307rwkws peak 22psi externally gated 265rwkws peak 18psi Auto

On the ss1pu it has a big turbine housing, understanding the turbo would be pushing 20psi at 3300RPMs, then the waste gate opens, that compressor is not big enough to max out the turbine wheel and waste gate at that point and knock, unless if its on a much bigger engine. I probably check the injectors, intake pipe (make sure its metal 3 inch), cooler, and drop the exhaust for few more runs, also check the ss1PU's timing table for mapping. Was the rubber gasket replaced with a metal gasket or another rubber one? So far we got: 280rwkws peak 22psi 260rwkws peak 19psi 253rwkws peak 17psi and this one is 244rwkws peak 21psi

Yeswas sent out Wednesday. Should arrive tomorrow.

The ss1pu has a pretty large turbine housing, that model gains response from fnt turbine and lightened billet machined comp wheel. It was pretty happy on 22psi on mine, shouldn't have any issues downlow. Might be interested to find out what's holding it back. ill have a chat with Trent regarding to the tune experience, Keen to see few more results. Also i can supply a 15 psi actuator to run ebc with if you are keen to twick it bit further.

VL'swastegate is in side dump pipe. Rb25det's are in the turbine housing. only way to fit it is using the VL's dump pipe and modify 25's front pipe to fit. nothing on the comp side would match up either. Going to be hell lot of modifications.

SS2 has better drivability and response. How ever working in restrictive factory setup larger housings definitely helps getting the power goal lot easier with better consistency.