hypergear
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Everything posted by hypergear
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After studying motion of the vnt turbine setup I'm wondering if it actually creep heat when the nozzles directs in opposing direction. Appears the nozzle arrangement needs to be reset from scratch for it to work. Or for what I want it to do. -
The current one is capable of 330rwkws. I'm looking to trade that 30kws for roughly 300rpms of response making full boost of 20psi by 3900 Rpm instead of current 4200 rpm.
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Yes excellent on road. Feels like boost building up from 1RPM. Don't makes the numbers how ever. SS1PU core, slightly different FNT arrangement in the rear housing. Its 6 degrees of timing less compare to the standard turbine housing. How ever I think this FNT arrangement would be perfect for the current G3 since 330rwkws @23psi is not very archivable on stock manifold and button end.
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Sale the nistune with z32 arm and get the adaptronic. I'm doing the same.
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The boost behavior from the lever extender results in better overall boost control for internal gate. Sure I can make one for you. I will take time sharing my experience about fuel injectors. I've had a set of 800cc Power enterprise injectors (costed $998) installed by Trent today for E85 in few weeks time. A drive from where I'm to Status is a $50 investment on fuel with the ebay $500 550ccs that came off, using the new injectors I've gained about 150% extra mileage, and the car drove noticeably smoother. The branded injector's got much finer spray compare to the none name high flows that runs like a tab. Definitely cheaper in the long run. Today we've did couple of runs on a smaller and more dynamic version of the SS1PU. How ever responsiveness gained is based on the lose of top end power, So it will remain as a prototype for the time been. The more responsive runs are from today.
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That's not bad for auto. The lever worked fine, check last result. Im testing the wast gate lever on the ss1pu at status right now. Will post later.
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Need that waste gate mod to hold boost or the 20psi actuator
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I've tested it. it made less power through out all rev range based on same boost. It just acted as a massive air leakage. Anti surge comp housing is not recommended unless the turbo is surging.
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External (Diaphragm) Wastegates
hypergear replied to Chainfire's topic in Engines & Forced Induction
Yes its suppose to leak a alittle out from the buttom. As that cools the piston operating the valve. And it must have some clearance for heat expansion, or they will jam. -
It chocks the engine. those turbos are good for 4 cyc engines. High flow of OP6 produces better result.
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Standard should be 165psi, mine was all around 130psi ish before it was forgied. I had 5 out 6 pistons with cracked ring lands. They are now around 160psi after rebuilding. Check the turbo for shaft play. If there are no up and down play with about 1mm side to side then it should be fine. I'm happy to go over the turbo for you free of any costs. You can drive pass if you are in Melbourne.
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WIll have to control the Nozzles with an Actuator, and then another one for wastegate. So will need 2x actuators to have it working. The SS3 externally gated version is $1150, I would perfer if the external gate was run from the exhaust manifold. Will produce much better result.
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I've managed 297rwkws with a bolton G3 on a Mainlane roller dyno and 303rwkws with same turbo at status Hub dyno on 20psi of boost, that was with a factory engine internally gated. I've made it but I can't assure that you can get the same unless you have the exact same mods done by the same tuner. The turbo it self is capable of doing it no worries. 400RWHP or 300rwkws would be the limit on pump 98 fuel, internal gated, on stock manifold.
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That one made 307rwkws with very good response. Check page 120 for dynosheet and information.
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I normally test in 98 as E85 is not widely available at this stage. Run that fuel with a good tuner you can get a turbo spooling up 500RPMs faster with heaps more mid range and top end power. It also keeps the EGT low which makes the engine safe and happy.
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It was a billet wheeled turbo based in a SS2 externally gated housing. It was very responsive how ever only worked well externally gated, internal gated version was about 30kws short. Its a very different turbo to the G3, how ever you can run that rear housing with it and the results won't be far off.
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The limit for a Bolton G3 on a stock exhaust manifold would be 400rwhp with proper mods on pump 98, unless if you are going for E85 then you can get that 450rwhp+ (abe's R33 358rwkws). Or you can high mount It run external gate, which would be the best solution for the goal, and reduces the cost in building the turbo to just $1000. We also have a externally gated turbo called the SS3. That would reach you goal with possibly the best response. Pump 98 results and details from that turbo is in page 120
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only with toshi's remaps. Only with toshi's remaps. I remember he stated some where that he can make it do that no worries. I've never seen that done with other tuners.
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Its pretty interesting to find that Toshi managed 2x 260rwkws R33 using our stock 21U R33 high flowed turbos on factory injectors pump 98 done on two different dynos. Not sure whats the go there, unless he can flash the stock ECU to run stock injectors at 100% injection or some thing similar.
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Yes, can be in or externally gated. Would still be a while before having a fully functional prototype finalised.
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Its good to have documentation from all range of supporting mods working with the turbo. I will index them in the main page. I've been taken some time off working on my electric turbo again. lol here are some latest updates: The new charger runs of 44V 120AMP of power from a 2x 6S power source with RPM controller. I've installed it on to a Daihatsu Sirion with a 3cyc 0.97L engine. This car makes from 0 to 100KMs in 21secs factory. lol After appling the charger in 3rd gear full throttle it actually made the Speedo rising a tinny bit faster. There is a just noticeably acceleration gain with the charger is activated and not. I'm installing it on the R33 for dyno runs next weekend. hopefully making better result then the previous one. Plus I'm working on a VNT .82 rear housing for the G3s hopefully getting SS1PU's response with 330rwkws top end.
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Boost gauge pressure = Actuator spring pressure - Inlet manifold pressure - exhaust manifold pressure.
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I can make that direct Bolton to your stock manifold and dump. Isn't that a td06 rear with a 60-1 comp?
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You can pay higher rate and spend more time for errors to not/less likly occur. Which is why all of engineering work are carried out locally under my direct supervision. The wheels that I'm using are specifically made by a well know foundry to be solid and heat resistant. Which I haven't seen one cracking even thou they are treated in much hasher conditions. Ie internal gated, pump 98 fuel, high boost. But the part does not comes with a cheap price tag. The TD06 copy, I was told all parts were sourced from Taiwan. I introduced it as a lower cost turbo with intention to generate consumers on a budget, well only countinue if it proven relaible. The price frame on it is impossible to produce the same in Australia. I don't think the failure resulted with efr is in manufacturing process. To me it is in design and engineering print of the assembly. Means regardless of how well they are manufactured, as long as they were manufactured per print, it will have the weak spot. Hoo clutch wise I'm using a Twin plate Blitz. It has never sliped. But horrible to drive on road.
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The turbine wheel bends backwards or break vertically during a course of impact. The horizontal crack is from Heat, some thing to do with the material content of the alloy its made of. Generally running E85 and external gate plus not so much boost would keep the EGT low, that avoids issues like above. How ever I have seen similar problem from a T70 Chinese turbo years back that was used on a Ford 4L +T. The car initially made 370rwkws on pump 98 for a while before the driver noticed lack of performance through time. The turbine wheel had lots of horizontal cracks with chucks missing, the edge of the wheel blade appeared rough like a wire brush. Luckily the it was a old T04 copy so I managed to rebuild it with a geninue Garrett wheel and it was all good. Most turbo builders would contract specialized foundries to forge their parts to the specifications they require. The single incident is not good enough to conclude Kando or all other Greedy copies are bad, certainly there are many more working examples plus mine is yet to be trailed.
