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HyperGear last won the day on April 12 2016

HyperGear had the most liked content!

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About HyperGear

  • Rank
    Stao SG
  • Birthday 01/06/1981

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  • Location
    Australia VIC
  • Gender
  • Car Type
    Nissan Silvia
  • Car Model
  • Occupation
    Retail, Research

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  1. Nothing much at this stage but still testing and trying. We are currently working on TopStages SR20det targeting 450rwkws+ without adding more lag. Below is recent photos and results from WTAC 2018, the exhaust manifold fall apart during the race but we still managed the fastest under 450rwkws. SR20det, 2L, forged built with solid 256 / 264 cams. E85 fuel. 409rwkws @ 28psi Its now running an Sequential gear box. Below shown Speed VS acceleration time. Photos of the car and race day:
  2. the Black Engine Bay Masters!

    Running Cammed LS1. With inlet manifold and extractors.
  3. Make and model: 2001 S15 Size of engine: 5.7L Modifications to the car: Cams, Valve springs, inlet manifold, extractors. Type of turbo: None When does vehicle begin boost: 150rpm When does vehicle reach full boost and what PSI: 1500rpm @ 0psi Does the vehicle have Cams? Yes, 281/283 What brand: Comp Cams What lift/duration etc: 281/283 14.5/14.55 Max power achieve at what boost: 277rwkws / 371rwhp @ 0psi
  4. Hi Guys, sorry I've been missing in action on this page for a while. Best way to reach my latest updates will be on FB. The biggest would be an SS-2 chra assembly and that would be enough to push over 300rwkws on E85 fuel internal or externally gated on a very free flow engine setup. Also worth mention is we have been quite successful in our ceramic ball bearing turbo system developments and the result of them is miles ahead in terms of overall boost response, throttle response, drive ability and reliability in comparison to traditional 360 degrees journal bearing assemblies. Its not worth charging less to forfeit all those befits, as we move forward, we will no longer be building bush bearing turbos for SR20det engines, but will provide support for existing customers.
  5. No you can't just drill it through. it needs to be bored out with a special cutter with tolerances of almost 0 thou. If the comp wheel is out your whole shaft will bend once comp nut is torqued.
  6. Some video footage from Last weeks Victoria Time attack at Philip Island GrandPix. ATR45SAT Turbocharger Powered Top Stage S14 SR20det (400rwkws @28psi, E85 fuel). Taking first in Modified class. Driven by John Richardson
  7. Some results to update: This is an S15 with Drop in cams on E85 fuel. Car made 420HP using our ATR28SS15 turbocharger from Mid 2014. This should be one of the earlier SS15 versions, the later model held more boost. But either way it managed to pull pretty much identical figures are mine converting to P98 result. Also adding customers feed back in the past few years. Apart from big cooler, free flow exhaust induction pipe plus step two cams as we already know. It also appear the car that made close power figures as my own has an aftermarket exhaust manifold. I believe Liam (the guy made 297rwkws out of the ATR28SS2 P98 fuel internally gated three years ago) did a stock manifold swap due to cracks, ended up losing 30kws. He's putting another low mount back on and we should be able to confirm the case for sure.
  8. Video footage from Victoria Time Attack last week at Philip Island. Our team won first at 1.35.72 TopStage S14 SR20det running our ATR45SAT BB turbo made 399rwkws@ 28psi
  9. It really comes down to the size of the wheels and housing. Ie, if I run an ATR28SS15 on BB I probably won't notice much differences, while SS2 will be quite noticeable.
  10. You will be looking at $450 to carry it out. There is a pretty noticeable difference in throttle response.
  11. Ball bearing option is now available to all ATR28 series and TD06-SL205 series. We can carry now carry out bush bearing to ball bearing conversions to all Garrett T25 / T28 based bush bearing turbochargers, as well as other TD06 and TD05 based turbochargers.
  12. Far as car wise, what it might be giving me a bounce would be the PWR cooler with 3 inches piping, Aftermarket exhaust manifold, and everything else are pretty much same as what you guys are using. It was a forced motor built engine, far as I know it has forged pistons, conrods, BC S2 cams and that was it. This was one of the best evaluation cars I've ever bought, it needed very little work and kept on pulling the numbers without breaking down. The SS2 is something that felt pretty good to drive and managed to pull off 308rwkws @ 24psi P98 fuel, which is about the same as what it did on my RB25det Neo. This is my curve. Engine spec wise I've asked if Donny did any porting on the head, which he said he did not.
  13. 2JZ stock none VVTI V160 6 Speed 200R Diff Drift Manifold 50mm Turbo smart Gate My ATR45SAT CBB Turbo 800cc injectors 450L/H Walbro pump 3 inches turbo back exhaust Haltech PS2000 ECU Chequered tuning Tune.
  14. Made 355rwkws @ 20psi P98 fuel. Full boost by 3500RPM. Clutch is slipping and Haltech map sensor is maxed.
  15. Sorry haven' t been here lately, I've been busy with RB20det and 2JZGTE projects, as well as trying to get everyone's turbos ready for the break. with external gates, they are way better performers because the exhaust flow is no longer restricted by the size of the exhaust pipe. I've done an experiment with Rb25det using an ATR45SAT turbo, 3 inches turbo back exhaust, car made 320rwkws with exhaust on and 350rwkws with exhaust off on pump 98 fuel. But running a 50mm gate on manifold with the same size exhaust connected is good enough to make 370rwkws. Everything with engine setup is about flow. There are few reasons to "not been able to holding boost" that apply to any waste gate. 1. Can simply be if the springs is too soft. 2. Or if there is an restriction on the intake, cooler or the exhaust means the turbo can not flow the amount of air required keeping an engine running at X psi of boost at Y RPM. 3. Compressor is not efficient enough to supply the amount of air required keeping an engine running at X psi of boost at Y RPM. 4. Turbine side is too small that creep high back pressure. (engine also gets abnormal amount of knock in this scenario.) 5. Check for pressure leaks. If the turbo is the right size for the engine and boost level, assume no leaks. with a 4 inches induction pipe connected, drop the exhaust, and measure pressure drop from the turbo's outlet and after throttle body. 1. If pressure is obvious, car might requires bigger cooler or cooler piping or make sure there is no 180 degrees cooler pippings. 2. If boost pressure held without exhaust connected it will just be an restrictive exhaust. 3. If boost pressure drop between two ends of the cooler is minimum it could possibly just been an waste gate spring. So if pressure drop is minimum, check gate spring.