hypergear
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Everything posted by hypergear
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The std high flow profile was updated late last year and been used since. They should produce abit more power then the earlier profile, how ever I've only got one dyno sheet from Toshi's customer whom's made 260rwkws out of 21U rear housing, which is little bit more then what I originally expected. I think the current 21U high flow profile should do around 240rwkws while the OP6 should be around 260rwkws. -
Be nice to other members after all we are trying to solve his issues. I've just got my order of the super high strength actuators I will send you one this afternoon. Strap that on and see if that changes boost behavior. If not then you are welcome to send it back for exchange for a G3 unit which are welly proven, If it still has strange boost behavior then its going to be abit out of my hands.
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That car made about exact same result to what I was making based on the same boost level, this prototype SS1PU did required lots of boost, I think I was peaking about 25psi for that to make 279rwkws. The current release only require 20psi to make the same sort of power. The SS1PU would be skiting every where. Sarge need to fix up his intake pipe, once all sorted that should be pretty awsome, how ever I don't find SS2 break traction eaily either, even when I had it on 320rwkws. the power might be too linear for it to do so. As for a fun street car the SS1PU is a really good turbo to go for.
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Thats pretty good result. I've been testing the new G3 and SS3 lately, Any way, didn't go very successful last night the SS3 prototype with larger housing only made 316rwkws on 22psi. compare to earlier run with 304rwkws it appears the smaller turbine housing actually worked better. Going larger in turbine housing made no difference in top end power apart from gain lag. Not too sure if the exhaust manifold is causing restrictions or some thing else is stopping flow. There has been few updates with std R33 and R34 high flows plus one new turbine housing that I want to trail for the G3. After those I will be going for a proper high mount setup with external gate trailing bigger turbos. As far as stock bolton series, there isn't much point going beyond a G3 which is out flowing the stock manifold.
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Larger comp housing has better power to boost ratio, and keeps discharging temp lower. It has similar effects as having an larger turbine housing but not as significant. So unless special request all turbos above 500HP will be built with .70 comp housing as default. I've engineered the actuator bracket and spacer to fit stock exhaust manifold and dump. It will require a 4inch intake pipe with a pod and a 2.5 inches 90 degrees silicon pipe for the outlet. The re-worked SS3 is fitted today and due for dyno test Tuesday. At this stage it feels similar to the G3 with noticeably better response. I'm hopping for around the 350rwkws assume injectors don’t run out.
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might be a section of the turbine or comp wheel cracked off causing the rotor to go out of its balancing cycle that causes vibration on high shaft speed result in a siren noise?
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Congratulation to you and more to your tuner. I'm really happy to read this. That's some thing when a experienced tuner with the correct knowledge whom can diagnostic the problem and rectify it on the spot. Those tuners can get you the result or at least pin point the problem that will make the difference. Some other tuners would tell you to go home with 210rwkws.
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I can use. 60 comp housings thats not an issue. .70 fits fine on skylines with a 15mm spacer, including the actuator bracket it sits pretty close to the chassis. We supply the spacer as a part of the turbo.
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I think its best to send it back and swap for a FNT G3, I can give you my 330rwkws nistune map, load it in and see if that changes boost and power behavior, That turbo should also suit your driving style better.
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Mine has a nipple that comes out of cooler piping. I also uses vacuum from the plenum, made no difference.
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I think the Best way is buy the $1100 Adaptronic ECU from us, Give me the size of your injectors and I can upload in a tune using the same turbocharger from my test car. That should plug and play. Do a $100 dyno run and make sure every thing's good before hard trashing. By doing that you've already saved your self $1000 from dyno tuning. Sale your PFC with Z32 AFM or what ever system if its been previously purchased. And we should be 100%.
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A turbo is just a part that blows air into the engine. Wither its our turbo, Garrett turbo, or some random ebay crap it makes little difference in terms of tuning. If they can tune a Garrett probably then they should have no issues tuning ours. We've built turbos for many clients in Aus and world wide, funny the only people whom had tuning related issues are in people WA. When we design a turbo clients to suit certain goals, it’s based on both theory and evidence, So if the turbo it self works perfectly fine on other cars but not on a certain car I would think its more of the build of that certain car. I do what I can to assist my customers based on the information provided, If I can not figure it out then my solution would be building a turbo, tune it and exchange the "suspected" turbo with solid evidence and tuning data, and the turbo can be ruled out. So I'm pretty keen to swap lillcrash with the ATR43G3 off my test car and if that don't fix the problem then its definitly a car issue and I won't be able to do much more unless I can keep the car for few month. (send it in with few sets of tyres )
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More tracking footages: This is from: R33 GTST @ 210rwkw hypergear High flowed turbo @ 14PSI Greddy type-s Cusco front camber and castor Ksport 330mm brakes Nismo Diff Stock FPR Stock Injectors Stock AFM Enkei RPF1 17x9+22 YOKOHAMA ADVAN NEOVA AD08 255/40 R17 Maserati Club of Victoria Sandown Raceway 16th October 2011
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Any way, here are some footages sent in by Abe now upgraded with the FNT G3. Compare to this footages earlier, notice any differences? Older footage
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How ever G3 build 2011 with FNT turbine setups has totally different driving ability and power delivery behavior compare to the earlier versions. Also the new ATR43G3s maxed 330rwkws in comparison to 305rwkws to older models with lot better boost control ability as well as the ability to hold torque. Compare to smaller turbos, The G3 has the ability to maintain G-force all the way through limiter on WOT in both low and high gears. It is a pretty good turbo to people whom's chasing strong mid range and high top end. also noticed the Stegea is a full time 4 wheel drive (I've been told by lillcrash it is or isn't it?). If that is the case it means the engine would have greater load compare to rear wheel drive skylines, which a bigger rear housings would work better just like the turbos on S13 SR20dets and 4WD GTiR Pulsers.
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Was that with the air box lid and filter off?
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I predict: To run it, it requires 2x good batteries connected in parallel. The E turbo connects to the back up battery, not the one connected to the car. It also need to have a capacitor or I was thinking starter motor solenoids so it won't have shock effects when activated. So the alternator charges both batteries when car's running. But if it's been used so often then the back up battery needs to be charged over night. Also depending on how good the battery is. Like the Optima did 49 more runs then the "no name" battery.
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Works every time right? Flow bench only tells what the compressor can flow, how ever it can't predict how the whole package can perform on a certain engine. I prefer to physically test it, and after testing that many combinations I get a pretty accurate prediction of how things would turn out.
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roughly 2 weeks if I don't run in to any more troubles. I've got a improved G2 design that I want to test out first. If all goes well we should be able to get close to the SS1PU's power, torque and response while not the extra coins and time making it.
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I've been testing it all afternoon, The Optima battery has no issues. Still fires and run after like 50 short runs. Would be similar to a Nos device that activates in short time pulses. This thing has no lag.
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100amps each. 300 amps all together.
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NO it doesn't spin when its not activated. So I've used low velocity wheel with a huge compressor housing. shouldn't create intake restriction on a small NA engine.
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Did some testing today. It drains lot of battery, and I'm using 0 Gauge cable that turned pretty hot. taking it to a proper electrican to have the circuit loom made before pluging in to my car. Some footages from today: http://www.youtube.com/watch?v=MAqVTXEqBe0
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Well the SS2 is more responsive, while the G3 pulled a bit harder up top. I've got few more drawings for the G2 which I will have it made and tested soon. I'm hopping the new G2 can produce around 280rwkws using less boost based on similar or better response of what it currently has. Some trailing with GenEses prototype was conducted this afternoon. That is the biggest hair dryer I've ever had. It drained my spare battery (my old car battery) in about 3 mints. I shot the last 5 secs before the battery died out. Will do further evaluations soon. http://www.youtube.com/watch?v=2_k0aYiczFM
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Rb25 Turbo Upgrade, All Dyno Results
hypergear replied to Nacho Vidal's topic in Engines & Forced Induction
93 R33 GTST Rb25det with forged pistons (factory compression) and stock every thing else. 550cc injectors Z32 AFM 3inch turbo back exhaust Ebay cooler Nistune chipped ecu BP 98 Fuel ATR43G3 Rb25det bolton version internally gated. We also had a customer run the same turbo on e85 making 347rwkws with factory setup. you can find his reading in our high flow thread. 330rwkws @ 23psi using manual boost controller 320rwkws @ 20psi. No boost controller, straight of high pressure actuator. Track footage
