Jump to content
SAU Community

Recommended Posts

WIP:

Ceramic roller bearing SS-4 Turbocharger prototype 1. I've made two types of comp wheels and 3 types of turbine wheels to trail and the profile with the best result will be released. It will be running a .82 Alpha turbine housing.

I'm targeting about 480rwkws mark with the new cams and E85 with 20psi around 4500RPMs. Assume my 850cc injectors don't run out and nothing breaks.

IMGP9023.JPG

This particular one will cost $2500 to build. how ever I will have it configurated to be the most responsive turbocharger in its HP range.

  • Like 1

He did say that's assuming he doesn't run out of injectors, so it's likely he knows he probably will and is going to see where the but stops before he outlays on new ones.

Stao just so you know I am doing great with my Five-o injectors, a set will run you under $600 for the RB25 and come in sizes up to 1200 for factory fit.

BTW I will probably be adding an external gate to my combo so will have some room to add a VNT housing if you would like me to trial. Drop me a PM.

The current injectors started to run lean on 431rwkw, probably be out towards 450rwkws or might not get there. Will shop for larger injectors.

I will also be targeting response just like other Alpha series turbochargers. Its cool if I ended up with the most responsive 430rwkws.

Result of our recent high flowed R34 OP6 turbocharger. This turbocharger is using our upgraded high flow profile.

Tuned by Toshi on a Mainline roller dyno, made 270rwkws on 18psi of boost with factory actuator pump 98 fuel. By judging the shape of both boost and power curves this turbocharger is capable of running higher boost then what it has been set to. at 22psi is should be getting very close to 300rwkws mark.

270rwkws.jpg

Further updates. Just completed the SS3 Alpha prototype-1. There is a dealt about compressor surging using a wheel in this size with fall over blade design, specially working with VNT turbine. So I've made two set of sleeves that goes into the current compressor housing. One is anti surge while the other one is normal. If Trent has time we will be trailing the affect of having an anti surge compressor housing.

comp3.JPG

comp2.JPG

That's an interesting way to get the ported shroud in a normally plain housing . I's something that I'd like to see with T04E housings as well because it seems like HKS and Garrett are the only ones with port shrouded E housings to suit Garrett wheels .

A .

Love the bullet nut and overall look of the turbo. Starting to put out some awesome looking turbos

I'm interested in the effects of the anti surge. Its probably at least semi useful on that turbo but I'm not sure why HKS decided my little turbo needed it.

Turbo is installed and I've taken it for a quick test drive, untuned. Well its not responsive as the other alpha series turbochargers, How ever is very responsive for its size. Even it is bigger, but much more driveable compare to the ATR45. I've taken a small footage of the turbocharger on idle then shutting down. While the ATR45 didn't spin much on idle.

Hi Stao,

Just a question about your brae manifold, was your made special in terms of the wastegate position or did you just use the normal one that they make? Also how much for one of your 50mm gates?

Hi Stao,

Just a question about your brae manifold, was your made special in terms of the wastegate position or did you just use the normal one that they make? Also how much for one of your 50mm gates?

If you are getting him to make you one you should be able to have it where you like :)

Stao,

You should get a stencil made up and spray on your name "HYPERGEAR" on the compressor cover. Or some other way. Very interested to see the effect of anti-surge.

Josh.

If you are getting him to make you one you should be able to have it where you like :)

Yeah I know but I just wanted to get it same as Staos run since hes tested it and shown it works well.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • I have no hard data to report, but I have to say, having driven it to work and back all week, mostly on wet roads (and therefore mostly not able to contemplate anything too outrageous anywhere)..... it is real good. I turned the boost controller on, with duty cycle set to 10% (which may not be enough to actually increase the boost), and the start boost set to 15 psi. That should keep the gate unpressurised until at least 15 psi. And rolling at 80 in 5th, which is <2k rpm, going to WOT sees the MAP go +ve even before it crosses 2k and it has >5 psi by the time it hits 90 km/h. That's still <<2.5k rpm, so I think it's actually doing really well. Because of all the not-quite-ideal things that have been in place since the turbo first went on, it felt laggy. It's actually not. The response appears to be as good as you could hope for with a highflow.
    • Or just put in a 1JZ, and sell me the NEO head 😎
    • Oh, it's been done. You just run a wire out there and back. But they have been known to do coolant temp sensors, MAP sensors, etc. They're not silly (at Regency Park) and know what's what with all the different cars.
    • Please ignore I found the right way of installing it thanks
    • There are advantages, and disadvantages to remapping the factory.   The factory runs billions of different maps, to account for sooooo many variables, especially when you bring in things like constantly variable cams etc. By remapping all those maps appropriately, you can get the car to drive so damn nicely, and very much so like it does from the factory. This means it can utilise a LOT of weird things in the maps, to alter how it drives in situations like cruise on a freeway, and how that will get your fuel economy right down.   I haven't seen an aftermarket ECU that truly has THAT MANY adjustable parameters. EG, the VAG ECUs are somewhere around 2,000 different tables for it to work out what to do at any one point in time. So for a vehicle being daily driven etc, I see this as a great advantage, but it does mean spending a bit more time, and with a tuner who really knows that ECU.   On the flip side, an aftermarket ECU, in something like a weekender, or a proper race car, torque based tuning IMO doesn't make that much sense. In those scenarios you're not out there hunting down stuff like "the best way to minimise fuel usage at minor power so that we can go from 8L/100km to 7.3L/100km. You're more worried about it being ready to make as much freaking power as possible when you step back on the loud pedal as you come out of turn 2, not waiting the extra 100ms for all the cams to adjust etc. So in this scenario, realistically you tune the motor to make power, based on the load. People will then play with things like throttle response, and drive by wire mapping to get it more "driveable".   Funnily enough, I was watching something Finnegans Garage, and he has a huge blown Hemi in a 9 second 1955 Chev that is road registered. To make it more driveable on the road recently, they started testing blocking up the intake with kids footballs, to effectively reduce air flow when they're on the road, and make the throttle less touchy and more driveable. Plus some other weird shit the yankee aftermarket ECUs do. Made me think of Kinks R34...
×
×
  • Create New...