hypergear
-
Posts
4,102 -
Joined
-
Last visited
-
Days Won
25 -
Feedback
100%
Content Type
Profiles
Forums
Events
Gallery
Media Demo
Store
Everything posted by hypergear
-
To high flow to 260rwkws you will need the OP6 Rear housing or you can use our .63 ATR43's turbine housing. To high flow with your supplied OP6 Rear housing it will cost $880 with oil line or $1230 with ATR43's .63 rear housing including oil line. -
To get 270rwkws we can make it close to it with a R34's OP6 rear housing. The cost for doing that is $880 with oil line. Or we can supply a .63 turbine housing using ATR43G2 CHRA with your stock comp housing for $1230 including braided oil feeding line and 14psi actuator. This is also suitable for all the RB20det engines. Also youtube video for the 344rwkws CA18det dyno run today:
-
This is the first ATR43 G3's tuning result based on a forged CA18det with 270 / 11mm cams (Still hunting for a Cheap R33 testing car.) car made: 299rwkws / 401.3HP Wheels @ 19psi 344rwkws / 461.5HP Wheels @ 25psi Dynoed and tuned on 3rd gear.
-
Rebuilding R34 Gtr Turbos With Steel Wheels
hypergear replied to No.96's topic in Engines & Forced Induction
sorry that was for one single turbo. -
Rebuilding R34 Gtr Turbos With Steel Wheels
hypergear replied to No.96's topic in Engines & Forced Induction
For turbine wheels update We can change that to GT2860 steel wheels with turbine housing re-profile and wastegate porting for $700 per turbo. -
ATR43 is now ready. This is a Bolton turbocharger made for Nissan RB2x engines. Rated from 450HP to 600HP.
-
The ATR43's shaft is liter, It has less fins and bigger gaps between fins. So compare to TR43i it would pickup better response and make more power with better torque. If you compare dynosheets with ATR43G3 and TR43i you probably find some thing looks like this: I also engineered one with sized and weight reduced shaft using shorter bearings for even better response. But its obviously a stronger turbo with bigger shaft and bearings. So till that gets tested out we will stick to this recipe.
-
That is for sleeve bearing. BB turbos are roughly 10% better in response. They can be fitted with GT3071 or 76 CHRA. will cost roughly $500 additional.
-
Thats all cool. If I'm bending any rules I will fix it up. From experience BB turbos are more likely to get cooked. Most sleeve bearing turbos receives greater amount of oil flow and this is built built water cooled. So they are pretty fine. The current Ball bearing turbos runs oil feeding pins on the top with 20thou wholes on both side, Not sure why Garrett designed it that way. But in lot of cases they gets filled from dirt in engine oil which allow bearings to cook. Then they becomes very expansive to overhaul. about 80% of Ball bearing overhaul jobs we currently getting has failed in that manner.
-
The final decision on RRP is $1250 per unit. Response depends on the HP Profile. Bigger = more power, more torque, more lag.
-
To high flow GTR turbo using GT2860RS BB CHRA is $1350 each. And we can supply the Garrett unit brand new for $1400 so might not really be worth doing. To high flow with Sleeve bearing CHRA in identical spec is $800 each turbo.
-
Sleeve bearing turbo require greater amount of oil flow. The bearings needs oil pressure to float. BB does not. BB turbos has roughly 10% better in response. Sleeve bearing turbos are cheaper to build and service. ATR43Gx are made to be interchangeable with Garrett GT3071, GT3076, and GT3582 GT CHRAs. So really comes down on the consumer's budget.
-
The stock oil feeding line has a oil restriction valve. It is not suitable for sleeve bearing CHRAs. Also Garrett GT CHRAs runs off a different thread.
-
Below is the commercial version of ATR43. This is now available. The turbo comes in 4x different profiles: ATR43G1: 450HP in . 58 / .63 rear ATR43G2: 480HP in . 58 / .63 rear ATR43G3: 520HP in .63 Rear ATR43G4: 600HP in .84 rear It is designed to bolton to your stock manifold, dump, water, and oil drain. Braided oil feeding line is required and priced at $80 with turbo. All turbos can be built with a Garrett GT Ball bearing CHRA depends on consumer's budget. To fit them to factory intake and intercooler pipes you will also need 2x silicon pipes one in 90 degrees 2inch and the other in 3inch straight. ATR43's .58 and .63 Turbine housing is interchangeable with All ATR28Gx High flows that we've sold. Will gain instant power increasement specially to the ATR28G2 based R32 / R33 xIU high flows, Should have No issues archive upto 270rwkws with supporting moods.
-
It is strongly recommended that you do keep a BOV. stock or aftermarket. The Surge pressure that comes back when throttle is shut can do lot of damages to the turbo.
-
That is the CHRA that we normally use for GTR turbocharger high flowing. We will need your factory housings to carry it out. Or we can supply you 2x complete Garrett turbos. I will PM you a quote tomorrow.
-
For GTRs we can only high flow your stock turbos. They will be in GT2860RS CHRA in Ball bearing or Idential ATR28G1 CHRA in sleeve bearing. High flowed turbos are good for around 550HP as a twin. ATR28G1 Comp wheel and GTR factory Comp wheel CHRA and reprofiled Housings Assembled turbo:
-
We can build a ATR43 in .63 rear internal gate with 52T 76mm Comp which is good for up to 280rwkws with excellent street response. This turbo will bolt on to all your stock every thing except you need 90 degrees rubber pipe for stock cooler piping and a 3inch straight rubber pipe to connect stock intake pipe, Metal intake pipe is highly recommended.
-
Most of High flowed turbos are running off a ATR28G2 CHRA. Their Wheels sizes are smaller compare to the xTR43x series to suit stock comp and turbine housings. So it is very important to have a charging system that is balanced, oversized compressors cause surge and rise manifold pressure which force shift the shaft towards the compressor. At a point when over comes the engine oil pressure it will force the thrust collar to eat into the thrust bearing which will develop a shaft play over time. 20 thou and above will cause wheels to hit its housing and turbo fail. With the xTR43x models they are not limited to the size of factory turbo housings. So we engineer the CHRA to a specific HP rating with matching wheels then choice the right size housings that suits different application. Now the ATR43 has been engineered, They are a bolton turbo to suit RB2x manifold, lines, and dump. If you are chasing for high powers they are better recommendations then the stock high flow turbos and cost $500 more ATR43 comes in 3x different profiles which is rated at 450HP, 480HP, and 500HP.
-
It depends on what sort of power goal you are after. For a stock alike respons turbo for about 235rwkws we can just high flow it. Or you can go for our new .63 ATR43 RB2x bolton turbo series with GT307x BB or Sleeve bearing CHRA depending on your bugget.
-
Send in your stock GTR turbos we can high flow GTRS CHRA into them and every thing bolts back. Lot better then SR20turbos. Also stock SR20 turbos are running off .64 rear and 270 degrees thrust. Plus nothing fits. But if you really want to run SR20 CHRAs we can machine your housings to suit it so every thing bolt on no fibrications required.
-
We normally slot the actuator bracket about 5mms down. Then we can adjust the pre-load. The actuator is a analog valve it opens slowly refer to the amount of boost its getting. So by pre-loading you can get it to start open slightly latter for better response down low.
-
Chris You need to slot the actuator bracket and pre-load it about 3mms and you should get about 9psi with no boost controller. You will get a different boost response once you done that. We do that to all the actuator attached RB turbos sent in for high flowing. also if you run a bleed valve with higher boost settings it would also affect alittle bit on response.
-
yes we do.
-
I thought I mention it. The other thing that with boost drop could be the compressor is out of puff assume the turbine housing is big enough. Which is probably why you don't really see boost dropping issues when running big turbochargers. I've noticed that on few SR20s who's running ATR28G3 and G4 turbos that developed a issue which the stock rubber intake pipe gets sucked shut over certain boost range. So boost rise to 18psi and drops back to around 15psi. this issue gets solved once a metal intake is fitted. For most people who's experiencing "boost dropping" issues on RB25s are mostly with smaller turbochargers running on 60mm and 71mm comp wheels. which really do make me think back to the above situation which the compressor is not be able to supply enough air to actually support above 20psi to a 6cyc engine at high RPMs. I think this matter would be in the turbo design, The compressor of the turbo needs to be large enough to flow the right amount of air to support its application with the right turbine to dispatch compressor flow. This really leads me to think some of the early HKS turbos are not made as a very balanced setup or is not engineered to produce high boost efficiency on the RB25det.
