hypergear
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Everything posted by hypergear
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The current injectors started to run lean on 431rwkw, probably be out towards 450rwkws or might not get there. Will shop for larger injectors. I will also be targeting response just like other Alpha series turbochargers. Its cool if I ended up with the most responsive 430rwkws. -
This particular one will cost $2500 to build. how ever I will have it configurated to be the most responsive turbocharger in its HP range.
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WIP: Ceramic roller bearing SS-4 Turbocharger prototype 1. I've made two types of comp wheels and 3 types of turbine wheels to trail and the profile with the best result will be released. It will be running a .82 Alpha turbine housing. I'm targeting about 480rwkws mark with the new cams and E85 with 20psi around 4500RPMs. Assume my 850cc injectors don't run out and nothing breaks.
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The VNT setup on the SS1PU is chocking the Rb25det down low, not sure if its ok for the SR20det as engine capacity is smaller. I'm reducing the compressor end down to 69mm from 74. which should match the turbine flow while picking up better response. My last tune for this month would be next friday and that will be the SS-4 VNT turbocharger. The new SS1PU will have to be trailed after Trent gets back from China.
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They are 650cc Bosch injectors and they are working properly. Its more due to the one ended fuel rail in the KIA. the other once cam out of them are Power enterprise 700ccs, way too big for idle on that car.
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Hate people whom junk yard shopping that buys 2nd hand junk that don't work, that is been cheap-skating on basic mods as injectors, afm and ecu, It puts Trents in to a mood and that held every one else whom's waiting to get their car tuned. Unfortunately I'm one of the two person whom's asked to go home and come back next friday. Leaves me with some extra time building SS4 Alpha turbocharger.
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Don't know. I was at TAB having dinner with bunch of Oddies while the Mechanic doing his job. It was done at Springymotors south east of Melbourne.
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Cams are in. They are Tomei drop in 264 / 8.9mm lift. Now working with SS2 Alpha, Dyno tomorrow. Driving them back from mechanics, the exhaust has a slightly different note. Haven't give to them yet, hopefully hitting 400rwkws+ while still making 20psi by 3500rpms.
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Those are a set of CT20 Toyota Supra turbochargers that I've recently done. Those are rated to about 400HP each. Running ATR28G3 CHRAs. photos shown compressor and turbine wheel comparison, profiled compressor and turbine housings, and completed turbocharger assembly.
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I don't think that would be a problem. I can upgrade it to the latest profile, which is targeted at boost dropping issue with internal gate. PM if interested to go ahead.
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if you dare to drive it. I don't mind filming. (btw, stock brakes are almost like no brakes)
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This is for a good comparison of the new ATR28SS1 V ATR28G1 based on the Kia's G4GC engine: SS1 at 8psi, G1 at 12psi: ower: Thin red: SS1 @ 8psi, Green: G1 @ 12psi Thick Red: NA none turbo @ 0psi Boost: Green is G1, Yellow is SS1 SS1 at 14psi, G1 at 12psi: ellow: SS1 @ 14psi Green: G1 @ 12psi Red: NA @ 0psi Boost: Yellow: SS1 Green: G1 This is an excellent turbo for around the 200rwkws on a SR20det.
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They are readings from the same car on two different dynos one on P98 and one on E85. Both of them are accurate and many can prove that. As for OP, We've been working on M35 turbochargers for many years with different combinations trailed. You now of aware our time frame and costs as well as our options and results foreseeable for your decision.
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Depending on how much mods you have in mind. For some thing that that is stock replacement we charge $880 to high flow and that is responsive and works just like a stock turbocharger with bit more torque. We can also high flow them to our SS-2 billet specifications with an larger 38mm internal gate. The SS service cost $1150 to carry out. Turn around time is generally 3 working days plus the postage and shipping period on top. It will be lot quicker if you are based in Melbourne. PM M35scotty for metal induction pipe and dump pipe if you are chasing performance. Some results to share: 275rwkws P98 E85 297.8rwkws:
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Yes it does, because the car is so big and front wheel drive, it wheel spins on the spot with stock tires. lol Preload the actuator to about 10mms. If you a have a boost gauge, check the pressure drop before and after the cooler, also try a run with no exhaust on.
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That G2.5, I thought was a high flow. Preload the actuator about 10mms, if it starts to pin then its usually a restriction some where. This one don't have much of boost drop.
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G2.5 is a smaller turbo then a G3, they generally maxing out towards 260rwkws mark. So its about at its limit.
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Was this on a high flowed unit? Its about the right amount of power for a g2 compressor.
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SS1PU is the largest out of all. Some thing similar to the TD05 is the ATR28G2 which HY_RPM is using: Better response and more power already. SS1.5 is better then that.
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Been asked about running a ATR43G4 on that car which is a 3582 equivalent. Sure it won't be chocking on it any more, don't know what lag it will be at. Its on stock cams with head porting. Been told a turboed Volvo they worked on earlier have done the same thing, which is all tidied up with a larger turbocharger. With that high flow, I'm not very happy with the anti surge holes thats on there, I'm sure Kando just did that to look pretty without knowing the physical impact of what it does. Run this comp wheel with SS1PU's turbine end, you will beat you current TD05 result in both response and power.
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Hoo I've just upgraded xxxRicho's (John) turbo. You two are going to have a very good match. stick on a gopro and post us with some footage after the event.
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Add some pretty interesting update. This is a Kando TD05 16G that was sent in for a high flow job. Using our SS1.5 compressor wheel: This is machined kando housing with original 16G comp wheel With our SS1.5 compressor wheel: I don't like the anti surge slots in this housing. how ever the owner wish to keep them for the looks. lol. it should pump up the original TD05's peek efficiency by roughly 10%.
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Well, you will need to find out what size housings and wheels this new engine require, I should have most sizes you need.
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The SS2 is designed on standard engine head which it is still fine working with it. I'm not sure how much the head port would be throwing out its portion. Once again I guess you guys have proven the turbine housing is now too small for this rebuilt engine. Few people mention about compressor over speed. I have a reading out of a early prototype of SS1PU which the compressor is too small and over speed. This is the curve: As we can see the power curve drops sharply after compressor reaches it peek output. This usually happens to small turbochargers on large engines, with turbine end out flowing the compressor end. The symptom would be very fast response, and a nose dive after reaching the maximum power level of the specific compressor wheel. On the same time it also makes the intercooler extremely hot. In current case, peek compressor out put is not archived, turbine end is extremely out, in conclusion this turbine end is out of flow. I believe some thing in 3582's turbine end would ease the problem. larger compressor can be used if more then 315rwkws is targeted, enlarging either ends of the turbocharger would result lag. Based on dyno data, the most efficient trade between power and response is 1KW : 10RPMs. Like mentioned earlier I don't have experiences with ported Rb25det engines, So you can discuss with your engine builder in terms of what size rear housing you want it to have as well as both wheel sizes.
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I think this is the bit of when people don't understand. By looking at a compressor map it only shown the capability of half a turbocharger, the exhaust side is not known. In this turbo system the maximum capacity of the turbocharger is reached when one out of the two ends reaches its capacity. We can have a selection of turbine wheels and housings to run in combination with a single compressor wheel depending on the application and ends up with a variety of results. This is also the reason that I prefer hand on experience, as the end dyno reading is an more accurate prediction. By looking at this result it sown that the compressor efficiency is not reached, how ever the turbine side is. By installing a larger compressor wheel based on the compressor map will only make the matter worse. matter fact of been a -12 degrees timing instead of the -8. If external gate and E85 is not an option, then it will need a much larger exhaust wheel or housing, compressor end doesn't necessarily needs to be replaced. How ever by doing so it would affect response in a noticeable degree. Since the car still use factory drain trans, for road use and city driving, it won't be too comfortable.
