hypergear
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Everything posted by hypergear
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And this is our billet T67.5 with a customized profiled 25G wheel. It did match expectation as its made 390rwkws by 7000RPMs on stock cams. my 3inch exhaust with external gate plumb back becomes restrictive at this point, with a 3.5inch exhaust and an atomspherical external gate I should be able to rid of that dip up top and just touch 400rwkws. Compare to Ebay T67, This one is slightly laggier, Lot more power in mid and upper range. I didn't have to rev it over 8000RPMs to get that power either. -
For people whom's looking for comparison of our billet SL2 20.5G (using SS2 comp wheel) V Kando's SL2 20G. Result is below: Blue and Green is standard 20G, yellow and pink is our billet 20.5G. Both on similar setup with E85. Same response, heaps more mid range and top end as you would normally get from a SS2. Will post up result from our billet T67.5 later on.
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In comparison to a standard Ebay SL2-20G (Blue and Green is 20G, yellow and pink is our billet 20.5G) :
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Some update for today's tune, We've tuned both billet 20G and 25G with SL2 10CM turbine. (Happy birthday to Trent by the way ). First the Sl220G, or I should call it Sl220.5G since I've fitted the SS2's comp wheel. It maxed out at 348rwkws at 20psi (peek 22psi). Nice and fat power band. Good response with plenty of mid range torque.
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Since you've got a OP6 Turbocharger a standard high flow on stock housings can get you about 350rwhp mark with good response. Reference is at: http://www.skylinesaustralia.com/forums/topic/261613-hypergear-hiflow-service-continued/page__st__6580 Alternatively you can pay bit more for the billet SS1PU high flow which comes with a larger .86 turbine housing and a stronger actuator. Power wise it makes around the 350rwhp mark with excellent response, wide power band and plenty of torque. reference to look at is: http://www.skylinesa.../page__st__4460 Tuner is very important, I have recommendations in the east but yet to know any on the west. if you have a Nistune chip, I can forward you with a map for reference once work has been done.
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Interesting. The stage 3 Sierra wheel was that I've used for high flowing 5 years ago, same as the old school TR44xx turbos. I've also bought some of those bolton turbine castings, They are a modified KKR430 .58 turbine housing. Will be building a new billet bolton turbocharger with it soon and making sure it has the best power/response curve.
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With the new billet 20G comp wheel, I did a trail run with it using a much larger turbine and it stopped making power at 344rwkws. So assume the SL2 turbine can out flow the compressor then it should make no differences in peek power, while getting much better response. I will complete the ext gate trail on the SS1PU and do a comparison on both compare to a standard cast SL2 20G.
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Been busy lately modifying the TD06xx turbine housing to suit my current manifold and dump, and finally got every thing fitting up nicely: Above is our billet SL2 20G. I will refer it as XTDSL2-B20G With the current SS2's tune this turbo is very responsive. Feels very similar to the SS1PU, Tune is booked on For Tuesday. I'm hopping for close to the 350rwkws mark.
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Thinking about it. can't run internal gate on that once converted tho.
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In a manual we don't usually sit on the 2~3000RPMs range, how ever the autos do use that quite often and with the long gear ratio and high drive tran lose, It acts as if it needs a tinny baby turbo down low with a huge turbo up top. Unfortunately any thing smaller on the exhaust side is going to sky rocket upper range EGT while smaller comp will reduce top end power. Roller bearing has no effect on the SS1xx series as the bear friction in those are already sit to be minimum. It probably need a VNT valve in the exhaust housing. I might be able to get that working and driven by an actuator.
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Also because the roller bearing have increased the boost building rate so its very hard to put that much power on the road in a short period of time. I've got RSR 255 in the rear. In third full throttle it swifts left n right, left n right.....
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Posting some updates: This is some thing that I've been working on for the past weekish, reducing the oil drag behavior on a roller bearing turbo cartridge while not delivering lesser oil. This is a oil cooled BB CHRA that does not require water cooling. Turbocharger used for evaluation is a ATR43G3, comparing shutting down time from before and after. Just for abit of lolz, I've blew up 6 turbochargers during this development. Mainly due to seized bearings and thermo shaft bending due to metal expansion tolerance and insufficient oil delivery in areas required. Final out come is satisfactory, I've managed to reduce oil drag while delivering the right amount to all areas required. I've taken it for a 54km thrash after, with 370rwkws doing wheel spin in 3rd is pretty scary on the high way, specially over taking a new HSV. Nothing seized up during the sprint and after cooling down. There is a Just noticeable difference in boost building rate.
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When this happens the turbocharger starts to surge loudly and violently. Thats when the compressor hits the upper surge limit.
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Well radiator heat and high environmental temperature don't necessary cause the same behavior. A car can still drives perfectly fast in a 15 degrees day with radiator temp going about 100 degrees, that happens on track days all the time. How ever it can not drive fast on a 45 degrees day, even with the radiator temp is 10 degrees cooler. Cold air has higher oxygen content for better combustion. higher oil temp causes oil to thin that has less drag on the turbine shaft, It appears to have an affect on both roller and bush bearing cartridges, how ever roller bearings are not as greatly effected. Response is not bad, and there is decent amount of differences down low, FNT turbine and custom bearing n collar seems to take effects, it is difficult getting better response on the SR20det while not hurting top end. Physical size wise SS1PU is a larger turbo to the TD05H in both compressor and turbine end. Once the car runs in, on a cooler date the maximum power delivery will be higher. Our billet TD05H should provide even better response, how ever maximum power wise can not match the SS1PU.
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Shouldn't be an issue matching the 2530, The new billet SS1 might perform better within the same HP range. The SS1PU is a larger turbo compare to T518Z, Per Abe's result its already sitting 265rwkws on Pump 98. E85 results with 98 is not directly comparable, there is a 40kws difference in peek power as well as mid range. If the SS1PU's peeking 248rwkws @ 18psi on pump 98 on at 45 degrees day. On E85 it should be pushing towards the 280rwkws mark with slightly better response. I'll be looking forward to the final E85 or P98 tune once his engine runs in. Also response is pretty decent for a none VCT SR20det too.
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Thanks for the feedback. Not bad for 45 degrees day, under a factory it would be oven baking. That affects the cooler's ability to heat sink. Also well, need more boost, still missing 6psi.
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Thanks for the response. Since most people are on stock cams. I will run through the evaluations on the Billet TDxx series before I switch cams. Also I've built this last week for a customer that required anti surge sound regardless of power or response. lol. So I've tabbed some threads and made custom plugs for this housing. Anti surging now becomes selective. Anti surging ports open: Anti surging ports blocked:
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The materials makes no differences. its about how and where the oil is dispatched and delivered. I'm working on another set of brass bearings that can possibly spin them selves with oil entry. With the Pon cams I thought they are drop in which don't requires dialing?
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The SS2 would be a very good turbo reaching close to the maximum of capacity of stock cam shaft. I'm looking to upgrade cams for the maximum capacity of some larger frame turbochargers that we build. I'm looking at the Tomei Pon cams and the HKS in256/ex264 cams. Can any one whom used them share some experience in terms power / response behavior?
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Further update: This is SS2 turbocharger have trailed of our newer brass bearing setup with alternative oil delivery gallery. Video shown turbocharger after the car has been shut from idle. On road it starts building boost and build boost to full just noticeably faster
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Because I didn't have a ready built SS1PU on that day other wise it should make very decent power on the high mount setup. Will trail that on my next visit to Trents. With the SS1PU If you can run 23psi of boost, they can make up to 280rwkws on stock manifold internally gated. Other wise they generally be making around the 260rwkws on 18psi.
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Pink is also ss1.5 the whole sheet represent the 1.5 with different boost levels. Also it could because the SS1PU was trailed on a stock manifold, the billet SS1 and 1.5 is definitely more responsive. Turbine side of the SS1xx is identical, only the compressor size is different, theoretically small comp wheel deliver better response. I've used a large .86 turbine for the Rb25det, Smaller .64 turbine housings are used when configuring SR20det and Rb20det engines.
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It doesn't show much on the dyno as it is 4th gear 100% throttle. But through every day driving using 20%, 30% or 50% throttle the difference is very noticeable. And this is probably as responsive as it can go in terms of not chocking the engine. I've also trailed two bigger turbos yesterday, while the maximum that I could reach was 370rwkws regardless size of the turbocharger. Which is probably at factory cam shaft's limit. Below is G3 in Type A rear housing: and SS3 in Type A rear housing After comparing results it appears the SS2 is probably one of the best turbos in its range for Rb25dets with factory cam shafts. It can perform reasonably well internally or externally gated and used as a bolton turbocharger. While the SS1.5 and SS2 are the best turbos for people chasing mild power while maintain factory's driving ability. The Billet SS1 and SS1.5 would be an excellent upgrade for factory Rb20det and SR20det's interms of mild power and response.
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Had a big day yesterday. I've had both new comp wheels trailed. Both of them are super responsive, feels like stock turbo pulling big power. Results are based on E85 fuel, high mount and plumbed back external gate. The new billet SS1 with 60mm wheel: Maxed out at 276rwkws, made 20psi by 3500RPMs. This turbo is bit small for a Rb25det, it is perfect for a SR20det and Rb20dets. when used as a bolton turbocharger internally gated with pump 98 it is good for around the 220rwkws mark. The SS1.5 made 298rwkws peek, also 20psi by 3500RPMs. This turbo can be used on Rb25det, Rb20det or Sr20dets. Used as stock bolton on pump fuel, it is capable of around the 240rwkws mark.
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For high flowing its physically still the stock turbo with larger and steel wheels. So it will be a drop in replacement. The ATR43SSxx with .60 comp housing would require a metal induction pipe (must have for high performance either way) and a 90 degrees long legs silicon reducer from 2.5 to 2 inches. Braided oil line is usually supplied with a high flow or a brand new turbo.
