hypergear

This car is internally gated, I have a feeling that it is the turbine end that has been maxed out. My car behaved differently when compressor is out of flow. Assume it is the case, by running a larger compressor wheel (ie going to a billet SS3 region) will only encourage the worse part of this issue. A major stepping up from a SS2's turbine is the G4's turbine, and we can fit a SS3 compressor making it a SS3.5 in a .82 rear. Then that would be capable of high revs, how ever laggy for street. Unless running VNT setup internally gated.

This is the result from the latest SS2 FNT model on pump 98, stock manifolds, internally gated as previous posted. The older version is no longer manufactured. I had a quick chat with Trent (tuner) about With Blah_blah's result. Apparently he pulled 8 degrees of timing out of his old map, as it some how knocked badly. Meanwhile the stock engine did not have this issue using the same turbocharger and the rest of the setup. Reasons given by his engine builder was that because the head ports are now over sized so they flow much more then what they were standard. And the extra flow now demands for a larger rear housing. I personally do not have any experience with ported heads so I can't comment. Well, bigger rear end is not a problem, I have them in 1.02 rear or .82 turbine housing with a bigger G4 turbine wheel.

That is Pump 98 result. He's coming around after the track day, I think its in his return flow cooler.

Well, its not a bad result for internal gate. The older SS2 stopped making power on 312rwkws on pump 98 internally gated on Brae manifold. I'm wondering why is your brae manifold caused more lag then the China manifold I gave to you earlier, unless its made differently to mine. The turbine housing is not small, it's identical to the other one that made 298rwkws, How ever if there is a restriction that stops the turbocharger from sucking or dispatching air then it will result in a boost drop, causes exhaust gas temp to rise as the turbine became harder to rotate. And there is nothing can be done on the turbocharger to avoid that. Also I've noticed you've got a Hybrid (china) return flow. I suggest a pressure drop check. Basically connect your boost gauge to a cooler piping pre the intercooler and monitor the boost behavior.

Yes can be done.

Stuff in side the T2x bearing housing doens't make alot of differences wither they are ball bearing or not, mainly due to the sizes of their wheels and Its already been fitted with low friction bearings and collars. So to make it more responsive it has either to be a VNT setup or alternative compressor wheel. Yes I've already made few alternative compressor wheels in smaller dia meter that's probably better suited for the turbine wheel and long stroke engines. I will test it out next next Wednesday. there is one more interesting result in relation to the FNT .86 turbine on a 4cyc engine. I will scan it later this evening

Its best letting the tuner keep and drive the car for few days which allows him time to explore any minor imperfections. If he believes the ECU is fine and the car is welling behaved well within its command then there isn't much of a point replacing it. If not invest into an adaptronic plugin ecu. They worth that 3G lose.

The car equipped with the older version SS2 had a ebay exhaust manifold on it during the time. So that difference contributes to the larger exhaust manifold. The differences between those two turbos are minor, how ever the new SS2 has better ability in boost control for internally gated setups. Definitely a good result, its a good bolton turbo. I'm pretty sure the new SS1PU will follow the same league, that will be amazing.

There is usually an occurrence of minor boost creep with colder temperature. Ie 14psi at 30 degrees and 16psi at 10 degrees, I haven't see it going backwards. Perhaps tune or ignition related?

Congratulations. Not bad for street tyres. Need a set of Mickey Thompson ET street. It knocks about 1.3 secs off. Factory diff was a problem. Mine was doing single wheel spin at launch. I've bought a set of tomei pon cams and a two way Kaaz diff to be installed. Hopefully be seeing better results.

On Tomei's website RB25det Pon cams is only available in 256 / 8.5mm, The 264 / 8.5mm is apparently an custom item that needs to be ordered. I've been told they are the largest drop in Pon cams, CJmotors stock them. Part no.: 143021

I'm installing a set of Tomei 264 / 8.5mm cams. I don't think I can reach 500rwkws, maybe 450rwkws.

Its a compressor side upgrade. So no need to touch the turbine housing. I can have it done while you wait.

Sure I can come to see how it performs. Unfortunately yours is an earlier version. I can upgrade it for a small fee. you will need to preload the actautor to about 10~15mms from base, which can also hold boost fine.

Well, need to buy adaptronic with the turbo for this to work. I personally prefer the adaptronic as it gets rid of the AFM and they are much cheaper.

If you can follow my thread and buy exact branded injectors and fuel pump I can give you a tune file for the adaptronic ecu, which should run pretty close.

This is the latest one with .70 comp. if you can pm me a photo I should be able to tell.

^^^ They are on pump 98 fuel.

i will reply the turbo back to you once its complete. Sorry, been replying emails since I fell asleep. Finally got a dyno reading from the latest SS2 internally gated turbo on stock manifold, as a factory replacement. Result sent by a customer, not from my test car. Been internally gated, It held boost extremely well. Final reading of: 297.7rwkws @ 20psi. Yellow 278rwkws @ 17psi. Light blue Dark blue was when the car had various issues to repair before today's tune. (ignore) I've been told its very fast. Add: They are on pump 98 fuel. not E85.

Yes basically email your factory turbocharger in with actuator. I'm pmed you with some instructions. The stock injectors are ok for around the 230rwkws mark and so's the factory AFM. To get that all you need to do is have: FMIC kit installed metal induction pipe and a good pod filter (check M35scotty) 3inch turbo back exhaust with 100cc cat. Walbro fuel pump Get stock ecu flashed through Toshi. If you already bought a aftermarket ecu or we can supply adaptronic ecus with the turbo, you might want to get some injectors, then it can be live tuned through DVSJES or Toshi or Other good tuners.

Thanks for the feedback scott. You can send in your stock turbocharger for high flow. that will be a responsive and option for a mild upgrade. Then check Toshi for a ECU remap if you haven't got a ECU.

It doesn't have that flat bit in low rev and low gears, which usually is there with a large turbo, and the turbo comes a live with very light throttle. Specially the SS2 alpha, it felt very close to a factory turbo on road.

well I didn't claim "better then" a specific competitor's goods. How ever by understanding what a Garrett GT3076 is, and worked on many of them, what I'm saying is that the SS3 is a Bigger turbocharger in both compressor and turbine side, SS3 does NOT have a 60mm 84T GT30 turbine end with a fancy looking compressor wheel. Question is what is the limitation of the GT30 turbine end? For example you can run a huge compressor wheel making some thing so called 3082, how ever it will never produce as much power as a 3582. I believe the billet compressor wheels are there to fill up the gap between the original 76 and 82mm compressor wheels, pushing towards the limitation of the standard GT30 turbine wheel. In the combination of two wheels, the maximum efficiency is reached when the limitation of either one out of two wheels is reached. From observations in results gathered from Trent's dyno, Based on a stock Rb25det using factory cams on E85, the limitation of the 60mm/84T GT30 turbine wheel is 380rwkws, while the limitation of the 56T 76mm compressor wheel is 360rwkws. There for the billet compressor wheels come in, full filling that extra 20kws gap. The SS3 compressor (larger then 76mm) has been fitted on to a larger custom grind turbine wheel that is bigger then 60mm with bigger exducer. Why is the VNT turbine housing better. For example .82 size turbine housing is only required to not chock the engine at 6000RPMs on wards, hence most Rb25dets reaches it peek power between 7000~8000RPMs. I have no need for such a large turbine housing when I'm driving on 2000, 3000, 4000 or 5000rpms. So I have made a turbine housing that is in .40 A/R upto 3000RPMs, .60 A/R from 3000 to 5000RPMs, and .82 A/R from 5000RPMs on wards. Even thou I do have a massive 600HP turbocharger, it still drives as a tinny turbo down low and I'm not missing out any peek power up top. My engine is no differ to a stock engine apart from Stronger pistons and valve springs. The engine building process is fully documented and photographed in this thread. The pages could be found through index page 1. Neither parts would stimulate the power to boost ratio compare to a healthy standard engine. I can check Trent's dyno data, for a base graph of a GT3076 on a similar setup, while working out a percentage difference to manipulate a more accurate comparison just for curiosity's sake.

The comparison is nonsense. if a set of cams adds in an additional 35kws as usual in this sort of power level then you should plot the HTA result with a 9% decrease in power as a more accurate comparison. Or add 9% of extra power to the SS alpha results to make better of a sense. Plus I've already collected enough results here to prove the minor differences between Trent hub dyno vs a roller dyno. The latest result Hy_rpm provided have again proven the same thing. Because all my current results in reference to particular turbo profiles are all based using factory cams, changing in cams will affect the consistency in profiling data, making outcomes in alterations more difficult to predict. After all 90% of us are using more of a standard Rb25det without cams, which I rather focus my target on. At moment I'm concentrating in bolton Alpha series including highflows. Making a bolton turbocharger internally gated with stock manifold more powerful then what it currently is while not getting larger turbocharger's lag. After that I will be happy to install some cams for the maximum capacity of our turbochargers, which you can compare them with.

Its running stock injectors which is very high. Put in a set of 1000ccs it should make towards 350rwkws mark.