hypergear

Its on a .64 rear housing. I was on 255rwkws @ 20psi and only gained 15kws with 5psi of extra boost. Those turbines are good for the 250rwkws mark. Any thing large on the exhaust end would hurt response by a lot for the SR20det specially without VCT. Ideally they are best working on a variable turbine geometry. Still work in progress at current stage.

Std high flow makes 100kws at 3000RPMs and maxing out at 320rwkws on E85. Note this turbo hit 20psi at 3400RPMs, there isn't many turbos out there can do this without chocking the engine tho. Pump 98 fuel usually makes 40kws less. It is cheaper then what cost you to buy a TD06, after testing all this TD06 based turbos, I'm fairly sure it is far more responsive then any thing based in a 10cm turbine and makes more power internally gated. Added 270214: labeled dyno reading from 21U high flow internally gated on Stock manifold E85 (take 40kws off for P98 result)

Just letting every one know our new website is online. The layout is designed by asap website which is also a member of SAU. details are at: www.hypergearturbos.com Please forward a link if you have video footage using our turbochargers, I will be included in our media page. I've also kept the classic site which address is at: www.digi-hardware.com

^^^ Made 353rwkws @ 22psi, uploading results tomorrow. Matching response from a SS2 how ever still off target by 20kws. The housing might be a little smaller in size then whats anticipated. going back to a larger housing, Further updates in about a weeks time.

Yes. That wasn't too long ago. didn't expect it to be the same car. I can definitely rebuild it using the existing housings so nothing has to be modified. PM through now.

I can have your dead turbocharger rebuilt. and see if mine last much longer : )

I did have one injector failure after 5 dyno days, it just stopped working while reversing out of my drive way. It has been replaced and currently all working. I bought spare set which you can have for $750 if you need them. This is a reading sent in from Dvsjez. Its from a a R33 skyline with noisy engine compression varies from 140~150psi. I think it did reasonably well for the platform it worked on. On a healthy engine it should come up pretty close to 300rwkws mark. This is a SS2 used as a OEM bolton turbo internally gated on stock manifold.

Can I grab your youtube user name please. Thanks. That is $1150 to build with a plate, if you need the Vband adaptor it cost an additional $110. The result is similar result to a 3076 with slightly better response.

Yes the compressor and turbine wheels can be changed, when fitting larger wheels to chras that has smaller wheels the bearing housing needs to be bored out to suit the dia of the new wheel. Then just need to balance the chra (VSR) and its good to go. Ie can turn 2876 to 2860 or 2871 and etc, or if you have a GT3082 with a GTX compressor wheel it can be easily turned into a GTX3071 sort of thing. Disco: yes I also use angular contact ball bearings for some of my CHRAs as what you've seen in some of my dyno videos. They are very different to how Garrett constructed theirs. How ever I still prefer bush bearing for reliability.

Disco: The 3040 is not a good combination, it might work if its on a high mount with a big externally gated setup as the compressor will out flow the turbine. So on the end its not making much more power then a 3076 but with added lag and unwanted heat. Josh: The 3576 is a turbocharger that has a GT35 turbine with a 76mm compressor. In matched housings, the turbine end of a 3576 will out flow the compressor. This is a healthy thing and makes the engine very happy. How ever it does result in of unwanted lag as it requires higher velocity to spool up a larger turbine. This is sort of combination is common on Diesel engines which they are chasing torque with response, and perhaps large petrol engines chasing longevity or working with low octane fuel. They are exactly of what comes out of all the new BF Falcons. I believe the only reason they did that was to reduce the rear end heat making the thing more reliable long terms instead of cracking housings and etc, that is common on the XR6 BA Falcons. I don't mind talking about Garrett stuff because they are the bases of modern turbochargers. I don't mind machine Garrett housings for different wheels, but I prefer to not work on the CHRA assembly. Boostn0199: Are your footages all on youtube? or can I pickup a DVD from you? Thanks

Sorry I was on the Murray river catch Carps (or only caught carps lol) this weekend. To couple of replies earlier: With the Kando's T67, I'm concert about the back pressure it already has, it might not last, but I can definitely can improve its performance. So pm through if you would like to go ahead. The roller bearing assembly in side the Garrett turbochargers are the high speed angular contact ball bearings. Those has very strict tolerances, they are not some thing of those cheap ebay aftermarket bearing cartridges can offer. I tried rebuilding a S15 turbocharger for my CA using a ebay kit few years ago and it hauled badly, didn't even make its way out of the workshop. After swapping it with a genuine bearing cartridge it worked perfectly (MTQ had them back then). Garrett ball bearing turbos must be rebuilt with Genuine Garrett bearing cartridges. With roller bearing turbos, there isn't much of noticeable signs of failure before it fails. And when it does, turbine shaft loses its centripetal support, both wheels will eat into their housings. Once a turbocharger blows it has no value, and that is the worst to be expected. I've sold few Garrett turbochargers to members of this and NS forums few years ago, there were two failures. One of them was quite contravene as the member whom bought my customer's four month old turbo found it had burnt turbine wheel, he was refused for warranty. Both rang with length conversations and there is nothing I could do. While because the seller is in breach of SAU guidelines, he was banned. So if I'm not in title of fixing it I prefer not to work on it at all. Happy to trail few wheels, no need to send me the turbocharger, simply send me few wheels of what might be interested to be tested, and I can trail all of them based on a SS2 core on a built engine. I've also drawn a newer version of 74mm SS2 compressor wheel yet to be cut and trailed. I'm confident in building some thing up to 700HP range. How ever with 1000HP+ builds I'm not very experienced in that field. So its probably worth getting the turbocharger built by HTA or Precision whom might be more experienced at that HP level. Boostn0199: Thats a awsome footage, definitely smoked the whole track. Would you have more footages? I'm building a new website which I would love to have every one's track footages on it.

hy_rpm: Thanks for your feedbacks, looking forward to see updated results. Disco: I prefer to not work with Garrett cartridges, mainly because those are not rebuildable, and I hate dealing with angry customers when parts unrelated to my services fails. The SS2's compressor wheels does improves down low, how ever the differences are just marginal, also applies to all the GT30x rear ended turbocharger. There is absolutely nothing noticeable can be made, when the velocity of exhaust discharge remains unchanged in the turbine housing. Stepping up Can not be with traditional ideas. SS2 Alpha version is a break through. That made a very noticeable difference, factory response to 383rwkws, and no flat spots any where.

It is a newly molded rear wheel which I've made a couple of changes to, it is in the same radius how ever the dia and trim of exducer is much larger. (the sizing of those areas are stone grinded). It has been put into a newer housing all together. It is much more responsive compare to the older G3, Which can be a good or a bad thing depending on the efficiency of the turbine wheel, On paper it is, and I'm pretty confident. Going to the dyno Monday, I'm hopping for 20psi by 3700rpms and sitting around 350rwkws internally gated E85.

Yes, you lose roughly 12% from RW to AW.

Some updates. This is in relation to the ATR43G3 turbocharger. This prototype runs our latest rear wheel, how ever I will be installing it into a smaller rear hopping for more power while retaining the same drive ability. Test car is currently on E85, the goal would be 350rwkws+ on 20psi with full boost reached by or before 4000RPMs. In which should achieve 300rwkws at 20psi on pump 98 fuel.

Will not bolt on. And you rather use the high flow you have then that configuration.

Technically the Rb20 and Rb25 's turbine housing end are the same. It depending on what the configuration is when the high flow was done, usually the RB20det's wheel sizes are smaller for better response. If that is the case it will chock the Rb25det in upper rev range. I can still high flow your stock Rb25det turbocharger and produce a responsive 260rwkws mark, while the OP6 usually make 30kws more. That is also about at the limitation of factory exhaust manifold with internal wastegate assembly. Once setup on a high mount with a proper external gate, there will be another 30kws of gain.

going by the dyno reading earlier it should be sitting 270~280rwkws mark. you will need a high pressure actuator holding boost flat to red line.

21U factory bolton result is at: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page-444 and OP6 factory bolton result is at: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page-461 The differences in response is 500RPMs By the way the index page is in page 1, and I've taken references, So go to page one and do a search on the page. Ie: 21U or OP6 or SS2 it will high light all the results and linked page references for easy access.

The 21U high flow is probably at similar level as the SS1PU, So either one would perform very similarly. The OP6 high flow so far is making very close power as the SS2 how ever the SS2 is more responsive. Limitation is on the exhaust manifold and internal gate. I'm stilling trying to rise the bars, how ever here isn't much more could be done on the turbocharger.

The minimum amount of boost I run on the OP6 turbine was 19psi and that was 320rwkws on E85, internally gated. details are at: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page-461

The SLSS2 is designed as an externally gated turbo, that particular reading has the advantage of external gate and Brae manifold, they do stretch power and torque figure a lot further. On same platform, they performs very closely as they all have identical compressors. Unfortunately most of SS2 results shown are running as stock boltons. It also appears that Neo motors, probably due to their cams, they can fetch power and torque further into the high PRM regions compare to standard R33 Rb25det motors. Notice the behavior of this is a Neo motor with a bolton SS2: Result could be from E85 as the tuner has forgotten.

R33 Rb25det Stock engine Brae exhaust manifold HPVA 50mm external gate HyperGear SLSS2 Turbocharger 600x300x75mm Intercooler kit 3inches turbo back exhaust 1000CC injectors Power FC E85 Fuel Final result of 356rwkws @ 20psi

R33 Rb25det Stock engine Brae exhaust manifold HPVA 50mm external gate HyperGear SLSS2 Turbocharger 600x300x75mm Intercooler kit 3inches turbo back exhaust 1000CC injectors Power FC E85 Fuel Final result of 356rwkws @ 20psi

Sharing a couple of results: This is the recent SLSS2 run based on a Stock Rb25det with injectors, Brae high mount and 50mm gate on E86 final run or 356rwkws @20psi ATR43SS2 None VCT E85 Bolton version internally gated on factory exhaust manifold 21U R33 high flowed turbocharger 265rwkws on P98 fuel, running factory actuator. A high pressure actuator has been installed, looking forward to updated result.