hypergear
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Everything posted by hypergear
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Every thing follows the law of demand, if there are demands then there will be more suppliers, People live for them selves, there is no ethnics when comes to paying, presume same quality, cheapest price will gain more sales regardless whom it was made by. Pretty sure it will be flooding the market in couple of month stocked by every online cowboys (suppliers whom's looking for short term profitability). Plazmaman will just have to make a far more superior product worth paying the extras, mass produce them in quality to save cost or add in extra features plus services and enter none price related competition. Some of you might be interested to know that Apple is the only copy right owner of "touch screen" phones. Interestingly, is which cell phone firm is not producing touch screen phones today. except black berry whom's probably going bankrupt soon.
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There is a newer type of comp wheel been developed for the SS2 that weights about 25% less then the current SS2 billet wheel. (its virtually feels nothing on hand, less weight then the Plastic OEM comp wheel). I think Trent's is getting his dyno together next week and I'm testing that very soon. So I suggest to hold on to your SS2 units to have that comp wheel updated free of charge. -
No. You've got the bigger one. I'm currently building a small one at moment, I will post come comparison in wheel profile.
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I've fixed the photos. appears on the same way now. With the gate loaded and shut it should've pickedup another 200RPMs of response. Its been loaded now and hopefully there are some good tuners in NT.
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that was the old housing been sand blasted, cleaned and reworked to Type B rear.
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Its got 42mm of clearance inside the casing. thats far more then what the actuator can travel, won't case any issues.
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The 350rwkws was made by a G2.5 in a type B rear housing on E85 internally gated. The G3 on type A internally gated housing made 358rwkws with 7 degrees regarded timing in fear of bending con-roads. It should be sitting around the 390rwkws mark with time added. Now it is: With all broken studs removed of course. 2ndly before installation I found the actuator had been short lengthen to lower boost. Doing so leaves the wastegate unsealed causing massive amount of lag. And that is a lag caused by negligence. It must be held shut and loaded as photo shown on the right, do contact me for a lower psi actuator if lower boost is preferred for what ever reason, but don't unload the supplied actuator, it does not mean the same thing.
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The results I've posted from standard high flows are actually received from other customers. All the turbos are exactly the same how ever the results are bit of a mixed bag depending on various of factors. After high flowing, contact Toshi for a ECU remap and get the best out of factory AFM and injectors, or just leave it on 10psi, which still makes a gain compare to a factory turbo.
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The boost issue was from exhaust restriction, what else or other mufflers do you have in the exhaust pipe? have you ever tried a dyno run with the exhaust dropped off before the cat? if you are making 230rwkws now on 14psi then I don't think you should have an issue doing 250rwkws at 18psi. Running rough with black smoke and flooded spark plugs is not a definition for compressor surging. its got some thing to do with injection, AFM and ignition. Its freaks me out as you can give any thing that goes wrong with you car a name that links to the turbocharger. I have a Nistune license, I can't give to you but if you wish to send me your tune file and tell me the part of the data you wish to change, then I can have that changed for you and return the updated file. How ever I'm not responsible if what ever I've asked to change makes the situation worse.
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But having said that it also depending on how much power is needed and purpose of setup such as types of suspension, wheels tyres and driver's skills. The combination of turbo can be altered significantly to suit the purpose of the upgrade. Ie, I don't think my 350rwkws setup can out run John with 247rwkws setup in a tight track, how ever in a big and open track would be otherwise. I used to run a larger turbo for Winton, and a smaller one for Calder.
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It appears the preferred out come for a GTT skyline would be linear and torquey down low with lots of power to burn tyres up top. That is when I engage acceleration the car produces a smooth and consistent pull that leads to a massive wheel spin. The SS and Type B rear housings were designed to encourage that behavior, that is obviously in combination of working with suitable supporting mods and an excellent tune map. Flat spot with a sudden wheel spin means the combination is oversized for the engine, not preferred unless it is engineered for massive top end suitable for drag strips, We certainly don't use that in a bolton or high flow application unless been requested.
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It is a respectable result. I don't have results from high flowed R32 turbos to R33 yet, however to me the R33 turbine and R32 turbine housings are identical. I've had 2x GCG's R33 high flowed turbos came in for service in the past years and the turbine that they've had was a cropped TA34 Siera wheel, which is fine for that sort of housings. Power wise 250rwkws seems to be the limit of what I call a good drivability configuration for the R33 high flows. I haven't trailed it person but customer's result revealed similar output. There are other prototype profiles that I've trailed in the 21U rear housings, due to limitation of size, extracting power requires a large frame turbine, by doing so I've managed 293rwkws however the drivability is not desirable. The power delivery of a massive turbine wheel in a tinny housing felt more linear (don't get me wrong, lots of people are chasing it). While a larger turbine housing with a smaller turbine wheel felt more dynamic (SS1PU's core design). The SS1.5's CHRA in a OP6 high flow should produce aggressive power delivery, with better response to standard standard high flow profile. I'll be looking forward the trail when Trent's dyno is back on duty.
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This is a OP6 high flow job that we've done back in 2010, just got result sent in recently using factory actuator. I believe this is a pretty decent outcome for such boost level. Turbo is coming back for billet SS1.5 CHRA upgrade, it will be a good base for some comparison of effects from the 1.5's Billet wheel and FNT turbine setup.
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Miss firing could only be in the ignition setup. whats in it is your coil packs, spark plugs, perhaps looms to the coil packs, if its a S1 then the distributor, and CAS unless few of your injectors are not operating properly. Will be good if you can ask your mate with the same car for a favor to swap mentioned parts to see if a difference is made. Also this was a billet SS1.5 prototype running off SS1PU's comp with SS2's turbine in a .63 rear housing, that I've tested earlier, this is also an preferably externally gated only turbocharger, now available to any one whom's interested in a fast responding 280rwkws on a high mount external setup.
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Any turbos is just a combination of wheels and housings, just the right on size for the job. .63 VG30 turbine is a good high flow base. Final out come depending on what the final goal is, car's setup as well as budget. I did a OP6 high flow (running same A/R turbine as vg30) using customized billet CHRA last year, made 293rwkws with full boost by 3400rpms on pump 98. http://www.digi-hard...90911/power.jpg http://www.digi-hard...0911/booost.jpg Get a proper ECU if you are doing powered up mods. Other wise just bolton a R34 or VG30 turbo and leave it on 12psi of boost.
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Cracked ring lands? Mine was bit like that when I first got the car. Compression in particular cyc drops 30psi after letting it warm and running for a while.
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lol yes you can call it that way . Normally just send in your stock turbo, we will produce a new core with bigger and steel made wheels, then machine your factory housings to suit it. So you get back a brand new turbo hypergeared into factory housings.
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Here is the link to Brae's manifolds: http://www.braeautofab.com/ And you can get the RB bolton manifold for $1100, it requires some of fabrications to fit, not a big deal. but ask him to have a external gate port made just in case external gate might be installed.
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I can mill you a spacer. thats not an issue
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no need for spacer, The spacers on the test car was made for turbos with larger comp housings. There are 2 more Billet SS2 prototypes that should out perform the current SS2 on certain areas, just waiting for Trent's dyno to be running and have them tested, of course you are welcome to send the old version back for the latest update assume the prototypes did out perform the current version.
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lol Did you end up getting your Dyno fixed? I got a big chunk of Kia sportage here that I'm sending down for dyno tuning.
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my one cost $1150, I'm inquiring for a quantity of 10 at once to get the price down. Even with discount it is still too expansive for most people to accept.
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Thanks for the inputs. Realistically to get more power from stock manifold would be external gating from the manifold. And I've seen that making very noticeable difference. At this stage I'm in the process to engineering a bolton turbo that has such good drivability that it would be suited from anything up to 280rwkws. On the same time I'm bargaining with brea about this bolton oem steam pipe manifold with external gate port, that makes some externally gated only configurations worth producing, which can have super fast responses with excellent top end power.
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its got the same size comp housing as the SS1. every thing should bolt up pretty much same way.
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That is pretty normally. Must have some clearance for the lever to move or it will seize under heat. But will not make that noise. Check the dump to cat gaskets under the car. could also be head to manifold gaskets. or just noisy injectors.
