hypergear
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Everything posted by hypergear
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Can be done. Result in page 320. How ever only for evaluation at this stage. Trent is Finally back, should have results for all 3 new turbochargers by weekend. -
Doesn't make much differences on the dyno. but in road driving there is a small difference in throttle response. how ever I'm pretty concert with the life span with those bearing specially when they are working in a hot environment with high speed and heavy thrust load. In the bush bearing setup the centripetal and thrust support is the oil pressure supported by oil pump. So the bearings don't necessarily worn unless the pump fails or the oil has hard objects. I'm trying to get the same throttle response as the roller bearing through modifying oil galleries on the bearings and bore.
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Yes can be done. Can also balance RC plan rotors, and remote control car wheels. lol Further update, this is relation to current bearing setup. I'm trailing couple of high tensile steel ball bearings, as well as few different types of brass bearings that I've made earlier. Will upload result once done.
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All you need is a stock BA XR6 internally gated turbo. We've built one for a Auto Falcon last year made 311rwkws E85 with 11psi of boost, close to no lag.
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appears to be a either: 10 blade turbine: S14 T28, 9 blade turbine: GT2860RS, or some thing in those lines.
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Ford XR6 runs of a 82mm comp with a 1.06 turbine it is physically larger on both compressor and turbine end you need to run a much bigger turbo. years ago we've made a customized turbo based a GT45 1.26 twinscroll turbine and Garrett BRD351 compressor that have see 458rwkws on a Ford XR6 turbo with pretty good response.
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The 25G comp wheel is in 78mm, its bit large for the turbine end and I'm very interested to know what sort of EGT you guys are getting as I've received couple of emails in relation of replacing cracked and broken T67 turbine wheels since the start of TDxx developments. But have not seen any using the 20G compressor setup. I might want to reduce it to 74~76mms with a slightly lower blade profile for better torque and power within 7000RPMs rev range and lower EGT depending on how this one goes.
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Most of high flows are using G2 profiles, which is a small 52 trimmed 76mm compressor with a customized T3 turbine
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The billet compressor wheel if made into identical specification as cast wheel the difference is almost none exist. The compressor wheel can only make a difference, with alterations to its wheel blade profile, hub profile. Those are possible because the billet material is stronger then cast, while the standard cast item is very conservative in its design for reliability. In this case compressor wheel names don't necessarily be matching its cast output, It is very possible that we can produce a 20G compressor wheel that matches the 25G's efficiency. My goal in customized turbo design is in scarifies the least amount of resource for most of out put. Means greater area under power curve within usable rev range, and this is archiveble with customized compressor wheel and housings. Make a perfect compressor wheel comes into a lot of evaluations, the current 25G compressor wheel is the very first prototype yet to be trailed till tuner gets back. I'll be trying to get this turbocharger upto the 400rwkws on stock cams while reaching it below 7000RPMs.
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Currently Belt driven. Can also be compressor (air) driven, need to make some parts for that to work.
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Thanks for the feed back. And Happy new year to every one, Best wishes and more power cranking. in photo is our OP6 high flow using SS2 CHRA: Balanced using our brand new Dynamic turbo balancing machine with VSR cradle.
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Not really, 1.3L 3cyc per turbo V 2.6L 6 cyc per turbo. Also turbo shuffle in the twin setup is also pretty annoying. I recon that I can make a jig for a bolton single turbo suitting a Rb26dett if I can get hold a GTR for few weeks.
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Whats The Symptoms Of A Blown Turbo?
hypergear replied to hijaked's topic in Engines & Forced Induction
Lost its turbine wheel. Won't smoke that way if turbine wheel is snapped after the seal grove. (normally are as the grove bit is in steel) -
Oil drain blocked or kinked? happens to the 2nd turbo usually.
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SS1 is in 60mm, SS1.5 is in 64mm, while SS1PU is in 71mm. Both wheels has 3mms in tip extension, customized hub. The 60mm wheel has the equivalent blade size as the current 71mm cast wheel, and I've added couple degrees crop to the top so it won't be maxing out so early working with a Rb25det. This wheel should be excellent for people targeting 200~240rwkws on stock camed Rb20det/SR20dets. The 64mm is a smaller version of the 71mm, how ever there isn't a lot of difference to the inducing and exducing area as most of that diameter has been taken out form the center hub, it does have very sharp throttle response, probably won't have as much top end, hopping to see bit more areas under the curve.
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The SS2 in .63 rear or a SS2 OP6 high flow seems to be working well with auto trans. This is my very first SS2, it was sold to an auto owner and tuned last year. The car made a responsive 259rwkws peeking 18psi of boost. I'm not sure if the transmission has been worked. R34's select speed auto has pretty long gear ratios, setups felt abit laggy on a manual is pretty laggy on the auto. The SS2 in .63 / OP6 highflow or the SS1PU is probably the top choice for a internal gate bolton for your goal. I will be around through out xmas period, come pass for abit of test drive or have chat when you free. SS2 .63 Auto, Pump 98
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Well I can't really do much till its tuned. This turbo has a totally different rear wheel and housing compare to the SS2 so I'm not very confident flooring it at this point. How ever I did let it on 12psi external gate pressure and its very responsive and probably due to the effect of the external gate and manifold the torque was incredible. Driving wise it feels like having a R34 turbo on a R33, turbo comes a live with just a little bit of throttle, ie tap 20% throttle and the turbo whistles to boost, floor it = a very big pull. There are generally two kinds of feed backs, its either this car's got some serious power or this car is very fast. I think All SS1xx series belongs to the 2nd category. I've swapped the SS2 back on so I can drive the car, will post results for all turbos once Trent gets back from overseas. at moment I'm modifying the 10cm turbine housing to suit my front pipe, be interested to find out the on road behavior of my billet SL2 20G and 25G on Rb25det.
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Some updates on the new billet SS1 and SS1.5: I've had both housings machined to suit the core. They will be using a SS1PU's externally gated turbine with 3inch outlet. This housing was customized to suit my current front pipe that was made for the SS2, so looks bad after been chopped and welded it few times but I got it fit on the end. All fitted up and ready to go. will do some road tests tomorrow.
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No I dream about hot chicks licking my turbos To do that we need to: Sleeve and re-profile the comp housing and back plate: $150 Compressor wheel: $200 Balance & Assembly the CHRA assembly then the turbo assembly.: $70 Total: $420 It will becomes a SS2 in .70 comp housing used on the test car with Nissan IW assembly. It won't be able to unleash its full potential till fitted with a proper exhaust manifold and externally gated plus a good tuner of course.
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Yes, and high mount made it easier, all back to the SS2 now . I should be hitting up strips more often. Most of customers are using it for road, I would prefer turbos with very good power and torque within usable rev range on stock cams and cam gears. Making the external gate billet SS1 and SS1.5 at moment. They should be super duper responsive on road. 2ndly do you guys get up really early or never to go bed at all?
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Rb25 Idle And Vct Problem After Tune
hypergear replied to DC33VN's topic in Engines & Forced Induction
Pretty decent power for high flow. Could be AFM, popped cooler pipe or unless if there is a ECU fault. -
Got the Fnt turbine ended T67 dummy fitted today, and went for a little test cruise with my current SS2 tune. I personally recon its pretty laggy for every day road use. It does have very decent top end, but its down in power and torque mid range. on 22psi In 3rd foot to floor its starts to pull really hard from 4500RPMs all the way to 7200 limiter. With limiter at 8500RPMs on tracks its probably alright, I think I will be seeing close to 400rwkws on my next tune. Since the the FNT housing is in .82, the smaller 10cm turbine might produce better response. I got a overlay print on my final SS2 run, This graph explains about the missing mid range very well. Blue is my last .70 SS2 bush bearing high mount Ex Gate Red is .60 SS2 Ceramic roller bearing ported stock manifold internally gated Pink and orange is 10CM T67 on high mount Ex Gated All running E85
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The if you run them on a stock manifold as a bolton none of them is likely to go pass 280rwkws @18psi. Its just an option so you can use it till when a proper setup or a proper bolton manifold come by. How ever the FNT ext gate version should have lot more meat in the curve compare to standard. Also question for some Gurus. Will you loose VCT by installing aftermarket cams?
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Well assume you have a proper exhaust system that makes no differences. The FNT housing can also run on 3.5 inch Vband, its just matter of what ever bolts onto the back of it.
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Further updates on the Billet T67: I've made one more version using the FNT turbine setup. And I guess the best part is this housing can be made to be complete OEM bolton to stock manifold and dump using all lines. So here it is a OEM bolton T67 how ever don't expect of getting external gated proper manifold result using this as a stockie replacement. The FNT version is expected of hitting much better mid range power band, I will trail both versions on my current high mount external gated setup.: Standard Billet T67 and FNT turbine ended T67
