hypergear

There is an extend for either of the manifolds listed above, its obvious the aftermarket manifold managed to make more power on less boost. Pink is using factory exhaust manifold, Thick red is the Made in China manifold that cracked after this dyno day and binned. Thin red is an properly made Brae side mount manifold, that is still going strong over 100+ dyno days. Turbocharger used is an Older version of ATR43-SS2 turbo that is internally gated and direct bolton to factory manifold, dump pipe, water lines and oil drain. From memory E85 was used for this particular experiment. And of course either of the manifolds are comparable to an proper high mount running 50mm external gate. Exact same turbocharger, no other changes apart from an proper high mount and 50mm gate. Latest result from current ATR43SS-2 internally gated bolt-on to stock exhaust manifold and factory dump pattern running p98 fuel can be found here. In terms of the largest bolton or low mount turbocharger, we can build them way over 700HP. Except this type of log manifold and internal gated system can not discharge that much air that satisfy full compressor efficiency. So 300rwkws or around 500HP would be the largest recommendation if you are looking for a direct bolt on turbo.

John mentioned his intake manifold gaskets blew out on the final run so I believe that was from the leak. I was getting slightly better response on P98 fuel, so boost response doesn't change much.

Not sure how much power you are targeting. Our ATR43SS2 is made to be a bolton turbo that can support towards the 300rwkws mark on P98 fuel. To high mount, all the hot side has to be re-made, as well as all the lines and pipping connected to the turbocharger. For a Proper high mount and external gate setup, you will be looking to spend around $1500.

That is a high flow option that uses your factory housings. Means its a 100% bolt on turbo. If you wish to go for a simple cheap high mount that is responsive and makes good power, Go for our SL20.5. Proven performance. http://www.hypergearturbos.com/index.php?route=product/product&path=72_76&product_id=61 Both of them will out perform the TOG item in the accounts of power v response, and reliability.

Just a quick update. I'm in the process of making a 55mm exhaust wheel for SR20det motor. That is a mm a side bigger then your GTRs turbine all around. I will doing some evaluations ready, they should be the solution for your current issue on the Rb2630 and pickup more mid / top rang torque also. The new 55mm version of our ATR28G/SS 1x exhaust wheel is evaluated today. I have fitted with with a G2 71mm compressor for this evaluation. We've started with 16psi and boosted it till no more power can be made: 272rwkws is the peek and good enough to make 200rwkws @ 4000 RPM on a SR. Pump 98 fuel is used. Compare to standard G2 with 53mm turbine: Thin lines are from standard G2. Note the boost taper behavior is minimized pre 20psi. New turbine wheel is 200RPM laggier, but managed to hold power longer after 6500. We where also been able to run more boost that made more power. My exhaust manifold did not turn red during any of the runs above either, which did running standard 53mm turbine. It result was similar to as if the G2 was externally gated. We can also notice that the compressor wheel is reaching its maximum efficiency as more boost is added, that is indicating that an larger compressor wheel can be used working with this turbine. I will be using our SS15 compressor for my next evaluation. There is about 14kws differences up top at identical boost levels. I have made a marking on graph below: So by using two of those turbine wheels on the RB2630DETT mentioned, it will significantly drop your back pressure in upper revs, and hold power band for longer.

Not really. The SL20.5 is a common turbocharger used for Rb25's external gated applications. So I would like to see the differences in between the two engines. The built purpose is for the further developments on the SS Alpha turbos, which I'm concentrating on making a responsive big single.

GTR Dynoed today. it made 308rwkws with 16.5psi, injectors maxed. I will be upgrading to ID 1000s before the next dyno tune. In comparison to Rb25det, they seems to be making the same power except Rb26 engine is 300RPM laggier without the advantage of VCT. Car however is pretty good to drive. I will be evaluating the ATR43 Alpha series shortly which should have similar effects of having VCT. Dyno reading shown comparison between SL20.5 V factory N1 turbochargers on same boost level. Old fashion engineering for a bit of laugh: Making an window seal plug out of solid piece PVC plastic:

Updates on the GTR. 130KMs drive to see Brandon at Brae fabrications. It is now now high mount installed, running one of our 50mm external gate. Don't know if this is a N1 GTR. Factory turbochargers removed are busing bearing N1s with steel turbine wheels. That explained all the extra power. Turbocharger used for this evaluation is our latest billet SL20.5 I've heard few people mentioning that the Rb26dett engines are laggier at spooling up the same turbocharger as if it is installed on a Rb25det due to the lack of VCT unit. It didn't feels like the case. Be interested to see what the dyno says and comparison against standard Rb25dets using the same turbocharger on similar setups.

Not necessarily for OP as we've exchanged emails. Information below is for other members whom might be considering to high flow their factory turbochargers. Factory Spec high flow V Standard Turbocharger. Both tuned on stock injectors. This is only for people whom does not wish add supporting mods. Our standard 21U highflow is capable of holding 20psi flat and happy to take timing (this is not easy). Below is E85 reading that can be used to compare to factory turbo response above. take 40kws off for P98 result.

Here is also evidence that E85 is more responsive. LoL This is taken from the KIA sportage.

E85 was slightly laggier on my car also. Its not noticeable on road.

Standard high flow will do that fine.

You can't just dump in the additive to a stock car, print out the best results and assume it actually works. if it does boost the octane level, especially for a turbocharged engine, lets say at 20psi of boost, by keeping the AFR constant, you will be able to add in extra degrees of ignition advance without gain knock. just like as if you are using E85 or C15 fuel. That extra power made by additional ignition advance will be the differences in fuel advantage.

Well if you are trying to market on SAU form, you will need to do what I did. Send us your turbo and get it high flowed, Get all supporting mods. Then get your car tuned on P98 fuel with and without additive. Post up your results that contains Power, Boost, Torque, AFR as well as your ignition advance table before and after. If it did make more power by then, we would understand more about this product, what it does, and benefits in comparison to other alternatives.

Stock turbocharger was making 10psi by 2800RPM. Any thing that build boost faster results in compressor surges on partial load. Most of the high flows I've done were built to generate about 260rwkws on P98 fuel. I can build some thing smaller to match factory boost curve, that works with standard ECU also. By the way, The original turbocharger that I've high flowed for you was a Neo turbo. R33 turbine housings are smaller, in comparison is 500RPM more responsive.

We can high flow your standard turbo that has similar response to factory, while making a lot more power. That is 20psi by 3400RPM maxing 320rwkws on E85. We usually seeing around the 260rwkws on P98 fuel. Every thing looks stock standard, and bolt back on the way it was. No fabrications required.

There is one thing I'm not 100% sure. you've mentioned surging / misfiring. They are two separate issues. LIke is the turbocharger surging under load and car is also misfiring on same time? or just engine misfires.

Sucking stock rubber induction pipe shut? Replace factory induction pipe with a proper 3 inches metal item and see if the issues goes away.

I have never seen on making 1000HP. On a Rb25det, probably won't make 20psi till 6000RPM either

It looks like a old KKR1000 turbocharger. You can't fit that on stock exhaust manifold and hope every thing bolton.

Should be able to customize turbine housings. Depending on what sort of car it is for. Further development into the ATR28SS Alpha Series based my S14 with a SR20det motor using BC S2 cams. This is a base line for CBB SS2 Alpha version, Vnt is not current engaged. Final result of 302rwkws on 24psi P98 fuel. SS2 Alpha Base line compare to Standard SS2: Makes the same amount of power, but is slightly more responsive. Base line Vs Garrett GT2871R in .64 rear: Its currently making 190rwkws and 21psi @ 4000RPM. It drives pretty good the way it is. The goal would be matching the GT2871 curve without losing any top end.

Some updates. Those are videos sent in by John Reco, fastest lap SAU VIC track day last week. Fastest lap: Hypergear 21U highflow turbo on standard manifold Havoc custom pipework and exhaust Chequred Tuning 300kw responsive tune E85 Motul Fluids 8100 15w50, Comp Gear Oil & RBF600 Tyrepower Frankston wheel alignment 4.3 Diff gears 285/30 R18 Yokohama Neova AD08R

Grinding shaft at moment, probably two weeks away. If you wish to send me the compressor wheel I can definitely build them with the new exhaust wheel.

It will still be in the 9 blade design, just over sized.

Just a quick update. I'm in the process of making a 55mm exhaust wheel for SR20det motor. That is a mm a side bigger then your GTRs turbine all around. I will doing some evaluations ready, they should be the solution for your current issue on the Rb2630 and pickup more mid / top rang torque also.