hypergear
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Everything posted by hypergear
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Thanks for the feedback. Looking forward to see your dyno results. Further updates with the fabricated factory exhaust manifold: It took me 4 hours to remove brae's manifold. I believe there is a need for small alterations in design which allow tools reaching and turning manifold to head studs in a compact area. Installing the stock manifold was a piece of cake. It still runs the SS2, I will take it back to Trent for some dyno runs on Monday. Assume no timing reduction while power and torque curves mirrors, then that would possibly confirm my $500 alteration work perform as good as some of the $1000+ hand made items. -
probably in a week or two's time. will post up some photos as its getting installed.
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It is now complete and perhaps how Nissan should've designed them in the first place.
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Updates: This is what the manifold is like after its been jigged up and reading for welding:
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What Causes Blade Damage? Oil In Intake?
hypergear replied to beachside's topic in Engines & Forced Induction
Best to see an photo. Damages on the top means foreign object while on the side means cartridge failure or bent shaft. Its rare to see an compressor wheel break while without the presence of foreign object or cartridge failure this days. This happens only if the compressor wheel it self is not designed for high shaft speed or high boost applications. Those type of wheel generally has very straight and tall blade profile, like certain version of the To4bs that are made for generators. -
I only have 50mm gates. that will work. For the turbo and engine size, any thing 38mm and above is fine.
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The gate I can supply at $200, welding and machining and materials is $300. So all up is $500. you need to adjust the screamer pipe off the gate a little as I don't know how much exhaust clearance you might have.
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I need to know the turbo's profile, been .63 it would should be a smaller G1, G2 or the older TR43 series. Also I need to know the date of when the turbo was purchased. There has been many updates made since. Generally they need to have a large metal induction pipe, free flow exhaust and a good tune. assume those are at presence I would dump bit more boost, and that should make it into around the 350hp mark assume it is a G2 profile. External gate also appears to work well in combination of factory exhaust manifold. Depending on the hp you are chasing for, larger .82 rear housing is recommended for any thing above 350hp. and those can be made to suit your current turbine wheel. Also just noticed you are located in Perth. If that is the case I recommend getting your tune checked at All start garage.
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its likely to be an occurance of high level knock. engine light doesnt come up unless knock level goes beyound 60 means danger. the sound you heard is probably detonation. i would take it straight back to the tuner for a check up.
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At moment you will be looking to spend $500 to get one done on exchange basis. and that is very little money for the amount of work involved.
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Lot more money and not better result. is that 3076 in a .82 internally gated rear housing? Having said that its an out come of a package instead of a turbocharger alone. As a bolton option it isn't unreasonable, and rarely any one makes their desired output in the first go. Either way, the most your are likely to see on paper with current setup is roughly 280rwkws. For trouble shooting I would drop the exhaust, try a different pod filter, and a different cooler. Some of the small alterations do make a big gain. Ultimately a proper high mount manifold and external gate definitly helps with top end power.
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with supporting mods i found top end power wise all comes out similiar. just smaller engines needs more boost.
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Also since stock manifold is a twin plus log manifold, I would prefer to keep the way it is specially when its no longer restrictive. So external gates can be added to the turbine housing like: But unless its been worked, External gate would still perform better when fitted on to the manifiold.
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The I have two stock manifold that I can work around with. It will have to be on exchange basis. means I will hold a deposit for the donor manifold till stock manifold is received. Or just send in an donor manifold to be worked with. The billet SS1PU for SR20det is retailed for $1000 including actuator. It can be built as a OEM bolton turbo for S14 or S15 (benjo fitting) with factory comp housing, It does not require after market oil lines, and certainly do not require and external gate to perform. How ever oil line is only required when fitting onto a S13s.
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Yes can run stock comp housings on those. Some updates with factory exhaust manifold fabrications. Well yes it is a not an welly engineered part. The port don't match up with the head as we already known, they had huge lumps in side the collectors, looks like they were trying to seal the bolt holes when the bolts aren't fastened. The lump took almost 40% of the total volume area that merged cyc 4 5 6. That really explains why its always the last few cycs that blows up when ever is an engine failure. This is what they are like now, with the top half milled, lumps cleared out, and I'm going to weld steam pipe over the top to increase the overall volume of the manifold log.
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Rb25 Turbo Upgrade, All Dyno Results
hypergear replied to Nacho Vidal's topic in Engines & Forced Induction
93 model R33 GTST Forgied CP pistons, valve springs and stock every thing else. 800cc injectors 600x300x75mm Front mounted cooler Xforce 3inch turbo back exhaust Profect B electric boost controller Brea bolton manifold. SS2 prototype (290612) Internally gated. 14psi actuator, internally gated. 4inch intake pipe Adaptronic Plugin Greedy EBC Further evaluation on the SS2. it made 337rwkws on e85 externally gated it made 337rwkws at 18psi peek just touching 20psi. I've also trailed it based on internal gate running boost controller and straight off the actuator. The solid red and green are from internal gate, Green is internal wastegate pressure: Boost curve for all runs. Also same car specifications, trailing SS3 prototype. made 387rwkws @ 24psi In fear of snapping con-roads it was done on a short 9 sec ramp, so the curve on paper does appear laggier then what it actually is. -
Further evaluation on the SS2. it made 337rwkws on e85 externally gated at 18psi peek just touching 20psi. I've also trailed it based on internal gate running boost controller and straight off the actuator. The solid red and green are from internal gate, Green is internal wastegate pressure: Boost curve for all runs.
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If its been high flowed then you might want to check and make sure the wastegate assembly is tightly shut and pre-loaded. Any leakage around the gate area would affect down low response. You can possibly run the electric turbo as sequential, its an idea i'm looking to trail in near future. need a spare battery and lot of work on intake and cooler pipe to setup.
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Here's a Electric turbocharger that powers the car to 3psi even the engine is at 0 rpm with car key out ignition. lol Pretty big difference in torque down low No its not for sale. Just a hobby I'm building. Any way, if it is a stock turbo and you find it laggy then it might not have all of its turbine wheel, but assume its fully functional and so's the car then you might consider trade your R33 with some thing high comp NA.
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The model No. is called ATR43SS1. This is pretty responsive turbo for a Rb20det motor, and made 225rwkws on 18psi of boost. By estimation it is capable of making up to 240rwkws mark on higher boost level as a bolton turbocharger. For reference, result is at: Click Here
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250rwkws using stock manifold internally gated as an easy bolt on option and been "responsive" is bit of a challenge. Billet SS1PU in .64 rear housing might be able to do it, but yet to be proved. 230rwkws region with the same requirement is possible and confirmed using the SS1 std version in .64 rear housing. Dyno reading is at the RB20det's dynosheet section.
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I think G3 will max out around the 370rwkws mark based on the same setup. I will do a test based on it in the next few weeks. I've also got few idea on high flowing factory R33 and R34 turbos that I like to trail.
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The turbine housing used on that run is a .82 type B rear. I believe type A would have produced more power. How ever this is the first prototype that made into this sort of power range, so there are many areas that could be twicked for even better result.
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yes Trent wasn't very confident with stock con-rods when we got to around 375rwkws, faster ramp puts less load on to the engine, and generally result that sort of power curve. I was hopping for 400rwkws at the time . On road its obviously not as responsive as the SS1PU or the SS2, but pulls crazy after 4G on full throttle. I'm putting the SS2 back on for the final tune based on external gated setup and e85.
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The SS3 prototype made 387rwkws on 23 psi of boost on E85. In fear of snapping factory con-rods this run was done on a quick 9sec ramp timing that makes it laggy on paper. This is with the Brae manifold with external gate per photo graph on above post. More work will be applied to this prototype.
