hypergear

There is no way you can beat a GT35 with GT30 on identical car running same mods and same boost. You find GT30s comes up half car length on 1st and 2nd gear and do its little wheels spins. by 7000 3rd gear car with GT3582 will be about 2 car length ahead. Also I don't really find cars with small and responsive turbos are actually faster. Drag those 180sx with Discos, they just do their little wheel spins, you find them slowing down as soon as their wheels break traction. But for every day that is probably more fun to drive.

Depending on who's dyno you go to. to get genuine 300rwkws at about 18~20 psi you need 3582 .82 profile. To run that on road you need to get your self a set of adjustable cam gears (ebay ones will do) Or very laggy. Else run the 3076 spec profile in .82 turbine. This is a common profile that most of our customers use. It maxes around 300rwkws on about 23psi, but you can get about 270~280rwkws at 19psi. Its lot more responsive then the 3582 profile. Or We can build ATR43G2 in .63 turbine. Very responsive, 20psi by 3800RPM. maxes around 270rwkws on about 18psi. else custom 3576 profile in .63 turbine. This profile is probably more suitable for every day driving while still have this strong acceleration pulse as the 3582 at lot lower RPMs, But does not archive as much top end. It will max around 290rwkws with .63 housing on about 20psi of boost with wastegate controller.

This is a PU max power profile running 3576 56T spec profile with big can actuator (made a cusome bracket to have it fit), running .82 turbine housing internally gated with gate controller. I don't believe it is possible to high flow any more then that. Will do around 285rwkws at 20psi.

The custom 3582 spec profile also cost $1450 with oil line to build. They comes with 3inch round in let and 2inch round out let.

We can supply all Garrett BB CHRA in what ever combinations you want. The GT3076 56T running .82 housing with waste gate controller will get you about 300rwkws at 23psi. We can build this model based on a .82 T3 OEM bolton turbine housing with .60 Garrett anti surge comp housing and a big can actuator for $2200 including GST. All your stock lines fits. You see full boost about 4200RPMs with this model. The sleeve bearing of above is ATR43G3. its about 200RPMs laggier, archives identical amount of power and power curve. With .63 turbine housing we recommend a custom 3576 or 3582 profiled running .70 A/R comp. It can get you around 290rwkws with better response through gears.

Just go to Vicroads, get a engine transfer form and state the new engine No. No certificate required

The M35's got different type of casting on the turbine but same 6 bolt dump pattern. The intake side is also different with a flange bolt. The common profile we put in to those are the 2871RS 52T BB or Sleeve bearing CHRAs. will support about 240rwkws with supporting mods with stock sort of response.

Got a SS1 high flowed RB25det turbo with 2860rs sleeve bearing profile running .60 comp housing and 1bar actuator for $1000. That comes with braided oil feeding line and 12 month warranty on all high performance applications. It will make 220rwkws on RB20det with supporting mods. Response will be very similar to stock Rb20det turbo. It was from a customer whom paid a deposit last year and never came back for pickup. one unit only.

Have a used ATR43G4 .82 rear came out of my test car. Done 3000KMs made 321rwkws on 22PSI. For $1000 including braided oil feeding line, Big can actuator and 12 month warranty for all high performance applications. It bolts on to your stock manifold, dump, water and oil drain. Oil feeding line is supplied.

I've high flowed few in 2860RS spec. and it was more responsive then stock. SS2 is a T3x .63 rear running a 2871RS spec CHRA in 52T comp using Stock housing. will get full boost by 3000rpm and max about 260rwkws. Also Waste gate lever controller for stock R33 turbo high flowed units. Controller is optional, and cost more to make. (note: Wheel profile made to use with this type of turbine housing is different to standard high flowed units. Slightly more lag, lot more top end.)

We can do a SS2 high flow to your stock turbo. which will make 260rwkws with stock standard response. Every thing bolts back on with no modifications required.

As some of you've might seen. This is ATR43G4 in .82 turbine housing Running internally gate with high pressure actautor. In generally you will find .82 turbine housing and high pressure actuators work pretty well on RB25dets. made 321rwkws@22psi.

Hi Trent. you mean Ricks car? he's definently have the high pressure actautor, I tested it on front of him before putting it on. He's also got the wastegate controller installed, Have you had a play with it on the dyno? That will hold 18psi red line. Also he's turbo is in a totally different profile to either Daniel or Mark. It will be the most responsive out of all 3, How ever marks should have the highest torque. I will check mark's actuator and few other things this weekend. Plus do you still remember that light blue R33 you workedon towards the end of last year? that guy's got exact high flow profile in .63 turbine a Marks with the same actuator. He's holding 21psi to red line. Did he came back after running into few trees? (he said he had an accident when I rang for some feedbacks.) Its just strange same actautor on the same turbo gives all sort of results on the same type of engines. Few photos added in modifying intercooler pipe to suit a BOV. Photo shown the driver side pipe that is connected to the outlet of the cooler. Its a HPVA BOV. We make them as well.

lol problem was .63 dropping. not .82. PU comes in both .63 and .82 depends on what people wants. Also I had a customer making 21psi to red line in .63 internally gated. I'll be seeing this guy's car on the weekend and should be able to sort it out.

.82 don't drop. I've running 18psi flate with .82 housing. No problem at all.

Stock R33 turbo is too small for a RB30det. We can do a PU high flow for it running .82 rear with ATR43G1 profile. will do about 450HP with excellent street response and plenty of torque for tolling.

Please focus some attention here: The boost drop issues mentioned was based on a .63 housing. Not .82 turbine housing. The wastegate controller is a ideal solution to actuator not been able to hold boost. and believe me I've tried the strongest Garrett Big can actuator that fits. It picked up more boost in mid range but doing the exact same thing towards red line. Lets put it in this way. I installed a 20psi actautor on a .63 turbine housing with a GT3076 CHRA. It will hold boost fine till exhaust manifold pressure reaches certain level. So you will have 18psi by 4500RPM and have 15psi by 7000RPM. Forget about the 20psi actuator. I will install a 60psi actuator out of a tractor. You will get uncontrollable boost creep reaching 60psi by 4500RPM and have a boost drop to maybe 30psi at 7000RPM. People need to understand the pressure inside a turbine housing is NOT FIXED. and can not be controlled with a fixed Variable actuator spring. and Whats going to creep boost?? The stronger actuator you install the greater boost spike through out mid range you will have. We have an example here. SSGOhan here's running a high flow with a OP6 housing with a 20psi actuator. See what’s happening here? his getting 18psi with no boost controller and experience a boost drop to 16psi at red line. This is not due to cold side. Which is why people running .82 turbine housings experience none of very little boost drop compare to people running .63 housings, even thou the CHRA are in same size. and I'm the person implanted this theory as seeing HKS2530 have issues holding boost, This might be the case as its only running a 60mm comp wheel which we are not. Wastegate controller. I'm not interested in what it looks. I'm only interested to solve a problem. or realistically every one should be running an external gates. Engine size and RPM is directly linked to manifold pressure. Wastegate controller is only made to act from 6000RPMs and on wards. Meaning I'm using a actuator to control my boost level pre 5000RPM and using the wastegate controller to act against a some how more fixed pressure range. Also if it has been dyno adjusted to get a constant boost level with bonnet fully opened sitting on front of a massive cooling fan. Then its unlikely to get boost creep once bonnet shuts with engine bay temp 5 times higher then what it was. Once again, people do not have to run the wastegate controller if they don't support my idea. I’m not charging extra for it and it can be taken off to create none affect. Has it been tested. Yes it has been tested, Please refer to the 290rwkws high flow running 19psi to red line.

Yes same as yours. I've sent every thing back last week. Its got the wastegate controller installed. So you can play with that to get external gate's result. Fitting AFM in between cooler piping, it avoids engine stalling problem every time you back off the accelerator running none or atmosphere bov with metal intake pipe. That plastic casing won't crack. My sil180 has the same setup and I run it 24psi. The only thing do happen to them is the plastic casing covering all the digital components do gets blown away by boost resulting a massive boost leak. Just Ziptie it tight.

You can still do it with internal gate by limiting the amount of exhaust pressure that you want to dispatch. Well nothing is impossible.

RB25det with same turbo will archive full 24psi of boost by 3800RPM. But obviously we recommend .82 housings for BR25det as its limiting power out put. RB20's are ok with .63 rears due to smaller engine size.

Its running a TB34's turbine wheel with a 60mm comp wheel, sleeve bearing oil cooled. should be ok for about 230rwkws on a RB25det with reasonable response. Obviously the same sort of HP rating is archived today with even better response of a HKS2530. Brought back quite bit of memories, we've started with similar sort of wheel combinations in our retired TR43 4 years ago. Same HP is archived today with ATR43SSG1 with heaps better response. You sort of see how business moves alone and updating their product range for better through time. Well if there are no shaft then its still a good gear at a cheap price.

I'm fitted my own AFM in between cooler piping today. Pretty easy: You need 4 clamps, and 2x 3 to 2.5 inch reducers. (we can supply them for $50) and a metal 3inch intake pipe made out of 40cm long 3inch aluminum pipe with a 45 degrees 3inch rubber hose: I apologize if the heat wrap looks crap and funny. lol (found it pointless having a big cooler if air's picking up heat again through piping). Also we can install a big 32mm disc and machine 30mm internal gates @ $100 for who ever wants to get it done.

That depends on the size of the wastegating port and gate flap. Force = Pressure x Area So the bigger port and gate you have the greater force is required to keep it shut through the actuator or other means. Stock housing's only got 24mm gate, ATR43 housing's fitted with a 30mm gate. So the actuation level varies with the same spring tension. Overall smaller wastegates are more likely to gain overall control with an actuator only with smaller wheel combinations on smaller engines. Larger wheel combinations requires greater sized gate to eliminate uncontrolled boost spike but harder to gain overall control. Which is why waste gate controller was introduced.

The actuator has the same spring as in the large can actuators. Unfortunately stock comp housing does not have the clearance to fit the large can housing. So I’ve pressed the same spring into a smaller actuation housing. The result would be identical. With the waste gate controller. It can be loaded or adjusted to give effects or un-loaded to give no effect. It will still be working with a high pressure actuator. You will likely to archive the highest exhaust manifolds pressure reading in 4th gear. Ie: Cars with smaller wastegate port or restricted dump pipe spikes the most in 4th and 5th gear. Means if you can get boost curve to hold steady by pressure dispatching limitation in 4th / 5th then it will unlikely to spike during lower gears. This method changes the traditional external dependent analog operation into limited / none dependency mechanical operation. The only car that has been on dyno with it is the 290rwkws PU high flowed unit. Unfortunately I wasn't present during time of the tune, plus turbine housing used on it was in .82 with GT35 spec turbine wheel. I've been informed by Nick that he did not experience boost drop at 19psi as you can see the power curve did not go flat or tip down towards red line. Other thing mentioned is PU housings are equipped with 30mm internal gate with a large flap to total eliminate un-controlled boost spike. I believe the wastegate controller is the only solution in stabilizing boost control with internal wastegate setups. Any way I'll be seeing Mark next weekend to check out his actuator and integrate the wastegate controller to his current turbo.

The turbo is running in .63 rear housing. the actuator on it has a 1.3KG spring loaded. You will definitely get a boost drop due to intake pipe restriction. It doesn't necessarily shut in full. But more partially shut in different areas. You will get a higher boost reading with a 3inch metal intake pipe and a slight adjustment with actautor pre-load, or actautor pre-load along. The later versions runs a waste gate control valve like what i've made for Ric's car. I've made one and tried to ring you today for pickup had no answer. Once that is installed you can hold what ever boost you want. Please ring me and organize a date and time to pick up this part.