hypergear

just wire in an additional injector into cooler piping or some thing. Old school fuel tech.

Pretty good result for auto. Auto's bit funny tho. They don't seems to have a fixed response curves. I think they are actually laggier then a manual. Still good idea to check actuator preload, (high preload does make better response). and quick look to see if VCT is working 100%. To hold 20psi, I loaded about 15mms.

I've made 431rwkws on 3 inch pipe externally gated. I wanted to run 4 inch how ever I can't get that size pipe to fit. I think biggest that fits is 3.5 inches.

Going for a larger exhaust can increase torque and power. it shouldn't have much affects in terms of turbo's response.

I assume you are just looking for some thing bolton to stock manifold and dump. If that is the case you can run our latest SS2 and G3 RB25 dump internally gated units. The 98 graphs from our site are old, Unfortunately all of our latest turbos and ideas was tested on E85. So best to check out the E85 results, and take 40kws off top to estimate 98 result.

Yes it is possible to integrate the same mechanism into smaller turbine housing. Can use a electrical module to control the VNT movement like what the Porche turbochargers has. Further more, there is possibilities in the development of multi layers VNT system. So the outer layer activates prior the inner layer. At constant velocity: Gas velocity increases going through layers of nozzles and slows down as all the nozzles activates. On a engine with variable discharging gas velocity. We can maintain consistent gas velocity and pressure at a single level to the turbine wheel. Perhaps sitting at 10psi even on 1000rpms idle, of course its bit of nonsense, I can imagine the compressor surges horribly and destroying it self. But that is the idea. The point of application would've been very large turbochargers, or tinny engine with largerr turbochargers. Ie Turn some thing of a GT65 capable of 3000HP to be street drivable, and can still pump 3000HP on WOT. Obvious the response of the turbocharger is also limited by the size of the compressor and so forth. We should be able to explore our possibilities as the project moves along.

Will post some videos after this weekend. Trying to make a proper bracket at moment for my setup. Internal gate VNT is do able, probably becomes very messy with two actuators.

800cc injectors 600x300x75mm Front mounted cool Brae high mount exhaust manifold HPVA 50mm external gate plumbed back. Xforce 3inch Cat back exhaust 100 Cell Cat Profect B electric boost controller 4inch intake pipe Adaptronic Plugin HyperGear ATR43SS2 VNT Turbocharger 384rwkws @22psi, full boost by 3500rpms.

Update on the pricing. Because on the very first prototype we've done lot of things that wasn't actually necenssary, they were there because the drawning has been altered couple of times. After simplify the design and machining process, I should be able to make the VNT turbine for $480 additional that is including the actuator and bracket. So it will be what ever cost of the turbocharger plus the $480 for VNT upgrade. Lets take the standard SS2 in the trail for example. The externally gated turbo pricing is $1100 + $480 = $1580 That is reasonably cheap for a turbocharger in this level of complexity and performance.

I will post some proper videos later on. Didn't seems to have an issues on tuning. It was all pretty smooth. I will love to see turbine housing working with ATR45 turbo. 431rwkws with full boost before 4000 would be crazy for the drags.

It drives really good on road. starts with a stock turbo sort of down low pull and goes harder and harder as engine revs out. Should be able to adapt the VNT mechanism to twin scroll housings. the 431rwkws ATR45 is the one i'll be really interested to do up next. it will be good to have full boost before 4000rpms and pumping over 450rwkws. This particular one is very expansive and timing consuming to produce. I will need to find a way to manufacturing those in a much faster and cheaper manner.

Ok I see if there are better metal then current. Current setup is pretty good. I put in many thoughts of how it could fail and methods in avoiding problems. Every thing moved freely even at 22psi. I think it should last pretty well. Lets go into a bit of details from today's results. The bracket I made for the actuator earlier don't fit on to the manifold. As I run out of time it ended up been bolted on to the the cam belt case cover: Problem is its not stable, when the engine bogs back n forward as it revs out, The movements affects the actuation of the VNT lever. So we tried to stablise it by taped a small torch on front. This bracket will be remade. Fist up: This is the same turbo with VNT activated and VNT de-activated. Notice the difference in response. We did multiple runs on different boost levels. Engine's movement is affecting the actuation direction making the actuator harder to actuate. It wasn't actuating properly. The last run was me holding the actuator steady with my hands (got burnt lol) and of course movements in my body also had side effects on boosting behavior, notice the step in boost curve around 3500rpms. Its probably causing that ripply effect in the boost graph too. Some of the lower boost runs had VNT lever half open means partially activated. Have a look at high lighted area. notice the change in power, torque, response and afr when VNT activates: For the next run I will use a boost controller to control the VNT movement, the idea is having it pooling the turbo up to 20psi and disengages, The motion of the actuator will be much more steadier once fixed into a proper bracket. On road it initially has this stock turbo pull and goes harder and harder as engine revs out. Its brilliant to drive. Will upload more results and photos as further progresses made.

Thanks for the feedback. I will be able to release it into the market soon. It will need few more hours on the dyno with a proper bracket holding the actuator for the final result. also this particular one have taken huge amount of man hour and it is very expansive to build. I will need to find a way to manufacture it so its affordable. Will have further results and a price in 2~3 weeks time.

Yes The only thing I didn't thought was if the actuator bracket would fit on my manifold. and it turned out I had no room so it was temporary attached to the timing belt case. We spent lots of time trying fix it solid there so it won't move. and it worked. I will need to make a proper bracket that attaches it to the turbocharger. But the whole ideology worked , This project took almost a year from drawing to manufacturing and testing. I'm very happy about it. That is a big step forward, I really want to see what it can make now with the 431rwkws ATR45 turbocharger.

Here it is. Managed 384rwkws on 22psi. 20psi just before 3500RPMS. Yellow and blue is VNT SS2, Green is standard from few weeks ago. Notice the differences in response Testing was pretty smooth in general, Its crazy to drive. I will post up other runs with captions later on.

Green is standard SS2, Yellow is VNT SS2 results from today. Check out the differences it made in response.

made like 390rwkws with 20psi before 3500rpms. Will post results in few moments.

How about 2835 response with 390rwkws

Differences in power is almost no difference, unless a huge variance between sizes such as difference between a tinny VL .46 comp Vs a .70 comp used on a 82mm wheel. Other wise just like I managed to pull 349rwkws out of a stock nissan housing. How ever the cutting profile inside the housing makes a huge difference. that can affect response as well as discharging temp. I personally prefer to work on large compressor housings as it has extra materials that I can work with, looks and sounds better. Exhaust housing do make a huge difference.

The dump pipe opening can go only as far as the gasket allow. There is a member here mentioning the cut out of the JJR's dump pipe didn't match up with the gasket. How ever I do not believe there should be a issue, or at least not affecting the range of power making. Like said above I don't believe the turbo would be responsible for the difference in power between the last two tunes. as the only thing that has been altered was the cam angle and of course the work of a different turner. I would load the old tune file back in and get a 2nd opinion from Garage 101.

Not sure if I can post personal phone No.s here. check my turbo thread or website for it. alternatively you can message me through the SAU message service.

Yes thought about that. I've altered few things. and joshbigt message me on Saturday, i should be free to take you for a spin

Then comes in for a feel of the VNT BB SS2.

My VNT turbine system is alike the one in the video, I've watched it over a 100s of times before this. I'm concerned about the affects of those nozzles at high boost, perhaps some thing making 400rwkws at 24psi. The EGT will rise dramatically with all those nozzles on the way. The nozzles them selves would be red hot that might snap or sieze after repetitive extreme theorem expansion and contraction. This prototype is similar in a way of how it affects the shaft speed, but also constructed in a way that there are fewer moving parts standing in the way of gas passage. The turbocharger is now installed, knowing the timing map would be very different, I'm backing off throttle around 5psi. There is a very noticeable differences in response compare to a normal SS2. Its getting tuned tomorrow. No guarantee it will work 100% according to plan, but at least it is a start.

Well The T67 is a old design but simple turbo and we all know what it is. I have personally tested it and made 400rwkws out of mine. You should be able to reach at least 300rwkws on that externally gated on stock manifold. it will rule out any turbocharger related quires. I'm happy to help, Free exchange. Or Alternatively I can send out a high flowed R34 turbo. Which every one's been making 250~260rwkws region. That is a bolton replacement which should also be a good turbo to rule out any turbo issues.