hypergear

Fisrt of all. I respect who evers work and efforts in developments of a new product. I certainly not calling any one lairs. Because the shape of the curve appeared to be quite different to an earlier run I have seen and the comparison had identical ramp up shape down low. Hence my suspicion and questions. Of course Im not quitting til I beat your result. Further researches will be conducted.

No, The red line was not from the a SS2 Rev 2, its just your turbo running longer dyno ramp. This is SS2 Rev 2, running 22psi. E85 fuel limited to actuator travel. Compare red n red then Blue to Blue to yours. The new turbo doesn't appears to be more responsive on paper unless there are other changes made to the car.

Some updates. This is from our High flowed 21U R33 turbocharger. It is currently a prototype. It is currently fitted to my R34GTT, car made 287rwkws @ 20psi, full boost in 3500RPM. P98 fuel.

On the video you've uploaded earlier, I've noticed the right hand actuator has a spring hooked on to the base. Will you be able to repeat the test with that spring removed?

For 280~300rwkws, chasing maximum response, in Garrett range, I will be going for an GTX3071 in a single pulse .63 rear running an 44mm external gate.

Our ATR45SAT model is a new turbo engineered to suit an RB25det NEO motor. That makes the same power and response as an externally gated T67, but internally gated bolton to factory setup. Just make sure you've got an big exhaust. Dyno readings of it is at the dyno section.

The G1 profile is equivalent to a 2871 52T, not alot larger then the OEM wheels, you can count it as a slightly bigger steel wheel rebuild rather then high flow. Works fine on factory ecu and stock auto. The current project high moving towards some thing that makes power but more importantly drives nicely on stock auto. Im currently building a special SS2 using T3x bearing housing and Ceramic ball bearings for throttle response.

The g1 high flow will drive like a stock turbo with alittle bit more torque. It also works fine with stock ecu.

The only fitment issue from early days was the bearing housing rotation position. Thats long fix now using a Jig. With the GT3071R Centered M35 high flows, since there are few people using it I don't think there should be too much issue. I will be fitting one soon, and supply the fitting pack with the turbocharger.

ATR45SAT is the new model. On my car it is 200RPM laggier but makes alot more power. Go for that instead?

T67 is restrictive on the turbine side. For a 3L you are better off going for a GT3582 or equivalent, alternatively the 25G comp with TD06H turbine inside 10 CM housing.

They are not going to handle 30psi or like the heat. Running them under 20psi and keep your AFR rich. it will work fine. I might be making some adapters to bring out that 17mm, but for time been intake and cooler pipe needs to be adjusted to suit this turbo. Its a small frame T3x ball bearing turbo, it should be pretty happy working with stock Auto.

Putting up some thoughts about the M35 Turbocharger high flow profiles. Since majority voted GT3071R to be the best CHRA. I will be offer that instead. By current Garrett pricing, the cost of this high flow service is $1290. Service includes machinery service to OEM factory compressor housing, turbine housing, custom pressure plate to suit comp cover, 36mm billet internal waste gate and gate porting. Note GT3071R ball bearing CHRA is 17mm shorter then OEM, it will need aftermarket water and oil fittings that you can purchase from Nordan hydraulics and Pirtek. We will be clock the housings over a jig so housings will be lined up perfectly. We don't do sand blasting of the OEM housings, so if you want them to looks like brand new you are welcome to sand blast them prior sending them over. I will also provide Garrett's receipt of the CHRA for every single turbocharger high flowed, in case of any CHRA issues you are covered by what ever warranty arrangements at your local Garrett dealers.

They working fine so far. Car had had 5 dyno hours since as well.

Yes, it would, I think Xfoce makes them. They are much louder.

Haha. I thought about it. The bleeder vale was a much cheaper alternative, and hides better.

Car is currently running a full 3 inches SS Havoc fabrications turbo back exhaust with two megnaflow mufflers keeping it quite. The idea is getting back pressure out of the exhaust system. Valve is spring pensioned that is forced open by exhaust gas pressure when > 3psi. It is currently opening at WOT in 3rd and 4th.

LoL one out of a million effective methods. My R34's pumping 380rwkws internally gated with exhaust dropped, make no where where near it with 3 inches exhaust back on. I'm sure you will come up with a quite alternative.

HKS silent power was one of the best ones I've had. You can get a cheap JJR's exhaust kit and put a better center muffler in it to keep the noise down. Then do this mod

I got all my bits from CJ motors, give them a call and see what they can offer. To run big boost, I recommend a set of Super tech valve springs and valve sets.

Trent printed that result after tuning my S14 which originally had an 3071 on it. So the page header still had my S14's folder name. Thats out of a M35 stagea. 2ndly since its tuned at Chequred tuning, not sure if its been moded to rear wheel drive, I will ask Trent later on. My car has some sort of shift kit installed, to me it definitely feels faster in manual. Aftermarket actuators can be fitted using the stock bracket for alignment. I will show you how once I have the donor turbo delivered.

Matt: I've posted this result earlier, this is from Rev 2 SS2 with actuator spring hooked. Above results are based on P98 fuel, the dyno ramp was set at 14 secs (not the long ramp for left skewed results). This would be pretty nice to drive as a daily in D mode, the only thing I'm concert was that boost creep. However the effect of that spring was neglected, because I never fitted one. Using the 38mm billet internal gate and factory actuator its unlikely to creep. If I can duplicate above result using a CBB CHRA with base pressure of 18psi I would be pretty happy with it. So I bought an fully moded Stagea today as a test car. It has similar mods as yours and same colour too lol. It is running the same turbo as yours, has a modified spring hooked actuator fitted, boost creeping to 29.5psi, after the spring's been cut its now sitting at 15.5psi. I've only made two Rev 4 SS2, one is on yours and the other one is on mine. Car's been tuned at 257awkws, In Manual mod, foot down, this is fast. But not so much when cruising. I've ordered a donor turbo from Japan for this evalaution, will post photos and results as the project moves along.

Looking into further updates and trouble shooting. It appears the boost creeping issue SS2 that had the 38mm billet internal wastegates are experienced with people using the spring hook actuator mod for example: Actuator tension works against inlet manifold pressure and exhaust gas pressure, with an larger exhaust installed, exhaust gas pressure drops, there for greater inlet manifold pressure is required to operate the gate, that caused a big boost creep in mid rang. With the spring removed, the minimum base pressure should be dropped. In this case the Revision 3 SS2 with 38mm billet internal gate is not a bad turbo, to improve transit throttle response working with auto and reduce oil flow requirement, I'm looking dropping ceramic ball bearing cartridges into those. Will update results when available.

With your current turbine housing, I have an upgrade option that pushes it to a T04Z 84mm billet configuration working with an custom profiled 75mm turbine. This will be the largest T3x print possible as the bearing housing starts to run out of materials to sit the wheel in. That should set around the 500awkws region.

This is a smaller turbo to ATR45SAT, I'm hopping for 200rpm better in response and 320rwkws internally gated.