Making Turbo Choices For My R32 Gts-T Which Is Best?

[yoshiii335]

Which of these turbos will work well to get 400 hp with good response for the street would be good to buy? Hi flowed Rb20 or 25 turbo from Hyper gear, a Hi flowed Rb20 or 25 turbo from CGC, HKS GTSS, HKS GTRS, Garrett GTX2860R with an internally gated .63a/r T3 turbine housing, TO4 or TO5, TDo4, TDo5, TOE4, TOE5, 2830, 2835?

Edited July 25, 2014 by yoshiii335

[Ambi3nce]

Responsive 400hp and rb20 are three words that typically don't go together.

[Blackkers]

What fuel are you going to use and I'm going to assume you will boost it to it's absolute maximum.

very few of those turbos you listed will make 400rwhp on an RB20 on petrol

[yoshiii335]

What fuel are you going to use and I'm going to assume you will boost it to it's absolute maximum.

very few of those turbos you listed will make 400rwhp on an RB20 on petrol

Will be usually japanese premium which is very good, 98 or someting like that

I was hoping for 400 hp not rwhp but rw would be good

Edited July 26, 2014 by yoshiii335

[Blackkers]

well if you're in Japan then forget about a highflow from Australia.. Too hard mate, you've got so much good cheap local stuff it's not worth it.

Look at the Kinugawa thread or one of the HKS options. HKS GTRS is a good turbo, it probably won't meet your expectations but it's definitely one of the more responsive options

[hypergear]

First of all the RB20det has similar RPM to Boost ratio as a None VTC SR20det motor. T2x patterned turbochargers will do much better job then many of the T3x patterned turbochargers. Our ATR43SS1x series are very specifically made for this application. Those are made in T3x print with .64 T2x FNT flow tunnel that has the 6 bolt Nissan dump assembly attached for direct bolt on application.

The latest developments would be our ATR43SS1, and SS1.5. Those run our billet 64mm and 68mm compressor wheels. SS1 would be good for up to 230rwkws that makes full boost by 3750 RPMS, while the SS1.5 is good for up to 250rwkws with full boost by 4000RPMs.

Figure above are evaluated on P98 fuel, based on SAE dyno configuration using a Dynapack dyno with ramp sitting of 12secs. In comparison, the SS1 is equivalent to a 2860RS with 10% more top end, while the SS15 is equivalent to a 2871 with better response and 5% more top end.

Above are bolton options. For 400rwhp on an Australian dyno, you will need proper exhaust manifold and external gate. In which you can run one of our VNT based turbochargers that would deliver boost power and response.

[yoshiii335]

First of all the RB20det has similar RPM to Boost ratio as a None VTC SR20det motor. T2x patterned turbochargers will do much better job then many of the T3x patterned turbochargers. Our ATR43SS1x series are very specifically made for this application. Those are made in T3x print with .64 T2x FNT flow tunnel that has the 6 bolt Nissan dump assembly attached for direct bolt on application.

The latest developments would be our ATR43SS1, and SS1.5. Those run our billet 64mm and 68mm compressor wheels. SS1 would be good for up to 230rwkws that makes full boost by 3750 RPMS, while the SS1.5 is good for up to 250rwkws with full boost by 4000RPMs.

Figure above are evaluated on P98 fuel, based on SAE dyno configuration using a Dynapack dyno with ramp sitting of 12secs. In comparison, the SS1 is equivalent to a 2860RS with 10% more top end, while the SS15 is equivalent to a 2871 with better response and 5% more top end.

Above are bolton options. For 400rwhp on an Australian dyno, you will need proper exhaust manifold and external gate. In which you can run one of our VNT based turbochargers that would deliver boost power and response.

So can a use a different exhaust manifold for the two turbos that you mentioned above for more response?

Your VNT turbos, are they mounted in the same location as stock and the GTRS(SS)? I do not want any high mount turbos, trying to look as close to stock as possible.

[yoshiii335]

First of all the RB20det has similar RPM to Boost ratio as a None VTC SR20det motor. T2x patterned turbochargers will do much better job then many of the T3x patterned turbochargers. Our ATR43SS1x series are very specifically made for this application. Those are made in T3x print with .64 T2x FNT flow tunnel that has the 6 bolt Nissan dump assembly attached for direct bolt on application.

The latest developments would be our ATR43SS1, and SS1.5. Those run our billet 64mm and 68mm compressor wheels. SS1 would be good for up to 230rwkws that makes full boost by 3750 RPMS, while the SS1.5 is good for up to 250rwkws with full boost by 4000RPMs.

Figure above are evaluated on P98 fuel, based on SAE dyno configuration using a Dynapack dyno with ramp sitting of 12secs. In comparison, the SS1 is equivalent to a 2860RS with 10% more top end, while the SS15 is equivalent to a 2871 with better response and 5% more top end.

Above are bolton options. For 400rwhp on an Australian dyno, you will need proper exhaust manifold and external gate. In which you can run one of our VNT based turbochargers that would deliver boost power and response.

First of all the RB20det has similar RPM to Boost ratio as a None VTC SR20det motor. T2x patterned turbochargers will do much better job then many of the T3x patterned turbochargers. Our ATR43SS1x series are very specifically made for this application. Those are made in T3x print with .64 T2x FNT flow tunnel that has the 6 bolt Nissan dump assembly attached for direct bolt on application.

The latest developments would be our ATR43SS1, and SS1.5. Those run our billet 64mm and 68mm compressor wheels. SS1 would be good for up to 230rwkws that makes full boost by 3750 RPMS, while the SS1.5 is good for up to 250rwkws with full boost by 4000RPMs.

Figure above are evaluated on P98 fuel, based on SAE dyno configuration using a Dynapack dyno with ramp sitting of 12secs. In comparison, the SS1 is equivalent to a 2860RS with 10% more top end, while the SS15 is equivalent to a 2871 with better response and 5% more top end.

Above are bolton options. For 400rwhp on an Australian dyno, you will need proper exhaust manifold and external gate. In which you can run one of our VNT based turbochargers that would deliver boost power and response.

Whats going to be the difference between your TDO5 and 06 turbos?

[hypergear]

Your factory exhaust manifold will provide the best possible response, How ever it does not have the discharge capacity required for alot of power. So if you are looking to use stock exhaust manifold running at a peek of 20psi, I guess the most you will see with the SS1 would be 230rwkws and 245rwkws with the SS15. Note many Jap companies interpret HP based on DIN (European) configuration which reads slightly higher then Australian dynos.

Our TD06 is capable of making 500HP engine. How ever this type of turbos does not perform well internally gated.

VNT turbochargers start off with a tiny .35 rear and expands to a maximum of .82 as RPM increases. There for it is always in the most efficient state at given RPM. This type of turbos are only designed to work on externally gated setups.