hypergear

No one would be spending $$$$ in programming, tooling and testing without prove of concepts and directions. The only way to reach an goal on an engine is to prove the concept behind it on that engine. This also apply to turbine wheel, and housings profiles. What ever "moved forward" on papers only count when it "moved forward" in real life. Magic software does not exist.

Not really bigger the better, the thinner the hub the more inconsistency in flow. Also the shape of hub, blades, wheel dimensions and etc all makes differences in response, and power. They needs to be very carefully trailed refer to capacity and flow of each engine for the best configuration within the target HP range. We've been making and trailing customized billet wheels for the whole year, and there are only 3 designs made "positive" differences, rest of 10+ went back wards compare to traditional cast wheels, how ever those didn't work provided directions in terms of effects on every little changes made, some of them are considered perfect for SR20dets are not so good for rb25det.

TR30 turbos where designed for a 13:1 high comp race engines running race fuel. With the billet material running smaller hub and bigger blades as comp wheel, it can produce more flow with 1/3 of the original weight. It has one less fin to the GT30 turbine, with bigger blade gaps it will flow more, produce more torque more top end and lower EGT. How ever there are less materials on the actual wheel for combusted air spinning turbine shaft with. Putting that on a 9.0 : 1 comp ratio on pump 98 out of a 2.5L engine. In my opinion assume the only change made is the turbine wheel, it might not be a better performer then the GT30 turbine. I'm pretty keen to see results of it running on a RB25det skyline.

Interesting bit of gear. I've also made a prototype with the similar sort of swing valve, the problem I've found is the exhaust manifold pressure on the flapper valve was too strong for the actuator to engage, which it never opens. But there are ways around it.

We can make it produce more power with better response and reliability using our bush setup then any of the BB high flows. Believe or not ?

We normally supply a high pressure actuator with the turbo depending on power goal and boost level that the owner targets. Exhaust manifold pressure depends on inlet manifold pressure, as well as the size of the turbo.

Internal gate can control boost consistantly just depending on how much boost. Ie run 15~18psi no worries, boost hold straight, run 20~24psi, there will be a tappering off depending on the size of the turbo. That is due to the in-consistancy in exhaust manifold pressure. Can be fixed to certain extend with a high pressure actuator or run externally gated, also lowers EGT and makes abit more top end.

Aftermarket cams and E85 would make a big difference on torque and power up top. If that is then plan then you will be super happy with the current SS2.

You only had an retired version of PU high flow. the current FNT version has different drivability and power delivery on a Rb25det. When have time come pass again with your bicycle (I can't believe this guy raid from Williamstown all the way to Campbellfield on a bicycle lol), Take my car for a quick spin and have a feel in the difference. But even compare to your old result, Halando's car is still off 30kws mid rang and Trent only dynoed your car on 9 secs. Some thing is not quite right with it. The only thing I'm not too happy with the current SS2 is abit lack of top end torque. it cannot catch up to a G3 once in 3rd gear. I will do bit more research into it and make the torque expand more into the high rev range.

I had a look through into your dyno reading which appears its missing a big chunk of power band down low, the black line represent the missing figures. You've mentioned the tuner experienced some ECU faults, not sure if that is why he made it retarded. Would be a good idea to find out the cause. I've posted the ecu file for it, he can use for reference. It would be totally different to drive once every thing runs properly, also was the VCT enabled in your car? Slowskyline would you have a reading from your current tune? or have a look at the tune on my test car. I'm pretty sure its about the same. 18/02/12: Above run was found to have VCT disabled.

At moment there are 3x SS2 evaluation units ever made. One's with you, the other went to an auto and another one went to kwickr33. I'm looking to make changes to it as for a fun turbo its not as fun a ss1pu, use as a serious tracking turbo then it don't have that much of G force as the G3 up top. During Xmas period I will spend more time re-design it, still for 300rwkws while having G3 alike uptop torque with current response. Also I've made couple of simple mechanical actuator setups that can bolton to the current wastegate arm, the goal is to hold ss1pu at 20psi flat, that will push more power in up upper band. Any ss1pu users in Melbourne are welcome to pm for a trailing sample.

Can Make around 260rwkws with the VG30 turbine housing. stock Rb25det housings are good for around the 240rwkws mark. Either of them would be good enough for the goal of 230rwkws.

The boost level seems to be affected by temperture. Just had few very hot days in Melbourne and the high pressure actuator seems to be holding 18psi instead of the 22psi when its cool. Also shouldn't the engine run rough as with the tooth skipt on the cam gear?

250rwkws+ 20psi < 3500RPMs 200rwkws < 4000RPMs Based on a 12sec dyno ramp timing, 98 fuel.

Install the G3 you needed: Spacer plate. <- supplied with turbo Extended high tensile manifold studs and nuts. <- buy from bolts and nuts places 2.5" 90 degree bend. Hose clamps. Rest is about what needs to be done running a 4inch intake pipe and that is just require for any high powered applications. AC rubber drain pipe. Stock dump pipe is in 45 degrees slop, that won't foul. Aftermarket dumps are made from 2x 90 degrees bents sticking out in random directions, some fouls and some misses. zip tie the rubber pipe aside to the bracket for the ones fouls. Relation to turbo designs there are 2x types of customers, one's just wants street fun and the others are targeting respective lap times. Turbo for street fun needs to reach as much power and torque as possible with shortest RPM range as possible. This gives this Zappy feel on road. Good fun to drive. Turbo for fast lap time would require lots of power with very wide torque band, compare the differences in dyno reading from the SS1PU vs SS3, G3. I personally prefer the G3. I don't know what you guys dynos are like in WA, Status dyno here is within 2kws to many local dynodynamic rollers, they should be all similar on the latest software.

I have never rejiged the car for better result, I always rejiged the turbo for better result. I specifically did not build a "demo" car for showing, I'm aware no one will get that sort of result with a every day car. My car's mods are basic and clearly listed, its just a healthy motor with stock head, cams, cam gears and manifolds, typical what most people has. Just Every thing working the way they should. How ever diagnose what causes power lose is some thing that I'm in the process of sorting out, as every one runs different parts and have a mind of their own. Pretty much all customers whom have sorted their issues or followed my modification guide do end up getting similar end results.

Trent is a very experienced and reputable tuner here, he's not going to modify his dyno for me getting happy results and this is not what I'm after either. There is no tweaked demo car, what mods has been put into it is clearly listed in my thread. Have a read through it, pretty much every one's getting similar or better end results and there are also few whom are working through their builds. The SS1PU billet comp wheel FNT layout is also in my thread, its a good idea to read.

So you mean cars with result that made less power on WOT all over the rev range should drive heaps better on street load? If that is the case then no one would be dumping money in R&D for better response and power delivery. I can take you for a test drive if you are in Melbourne.

I've heard that running the engine super retarded on idle can infact spin a turbo like jet. (not sure if any one tired it). How ever once the car's driving the shaft speed drops back to normal.

SS-2 http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page__view__findpost__p__6079489 G3 FNT: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page__view__findpost__p__5908912 On the same time I don't see another 2835 matching listed either. The SS and FNT turbos are too new, not many been built. and most of them are not running at their full potentials. So give it abit more time, more results that are equivalent to control will shown.

93 model R33 GTST Forgied CP pistons, valve springs and stock every thing else. 550cc injectors 600x300x75mm Front mounted cooler Xforce 3inch turbo back exhaust Manual boost controller ATR43SS3 prototype turbo 4inch intake pipe Nistune Z32 AFM in cooler piping Pump 98 fuel. Car maxed 325rwkws

The goal of SS3 is up to 350rwkws on 98 fuel with 20psi pre 4000RPMs. Its another step closer with probably another 10 miles to go. There are so much work and trailing getting just that 200RPMs of response through comp wheel fabrications. I'm trying to reach my goal by altering the turbocharger alone on a fair stock setup which is looking bit impossible at this stage, how ever I will list mods I've done as this project progresses.

The G2/3/4 is available in universal form externally gated for $1000 , the SS2/3 can do for $1200. T3 .82 FNT rear, 5 bolt pattern externally gated. G3/SS3/G4 all comes in .70 comp. G2/SS2 comes in .60 comp.

ATR43G3 .82 FNT wasn't invented till 2x years after this turbo was built. This is a TR43G1 does not blong to any ATR series, and retired. Its good for upto 250rwkws on a Rb25det with ok response.

This is the timing and fuel map for the SS2 off my test car in April this year. Pretty much all my afrs are between 11~11.5 range. Also another SS3 prototype tested yesterday night. Made similar power as the G3 with slightly better response. It looks like my current setup has issues breaking the 330rwkws boundary, even so the SS3 has slight larger internals then the G3.