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HyperGear

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HyperGear last won the day on April 12 2016

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About HyperGear

  • Rank
    Stao SG
  • Birthday 01/06/1981

General Info

  • Location
    Australia VIC
  • Gender
    Male
  • Car Type
    Nissan Silvia
  • Car Model
    180SX, S14, S15, R33, R33, 300ZX
  • Occupation
    Retail, Research

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  1. 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.
  2. 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
  3. 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.
  4. 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
  5. 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.
  6. You will be looking at $450 to carry it out. There is a pretty noticeable difference in throttle response.
  7. 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.
  8. 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.
  9. 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.
  10. Made 355rwkws @ 20psi P98 fuel. Full boost by 3500RPM. Clutch is slipping and Haltech map sensor is maxed.
  11. 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.
  12. The ss15 is made to hold 18psi in a free flow setup. I would check boost pressure before cooler with exhaust dropped before stiff up the actuator.
  13. After an secondary fuel fuel pump added. I've decided to slightly size the current turbo to an ATR45SAT Cbb. The car maxed at 408rwkws, detuned to 400rwkws for WTAC coming. Winton track test of 1.251 fastest lap. Beating previous WTAC record of 1.26
  14. We sponsored topstages S14 for wtac this year, its an built sr20det with solid head and pro cams. Upgraded to our ATR43SAT turbocharger from Garrett GT3071. Car made more power through out the whole rev range and maxed at 381rwkws e85 fuel. [/color] Red Atr43G3SAT vs Green Garrett GT3071 Track test of 1.35 at Philip Island
  15. Built Ca18det powered Corolla making 358rwkws on e85 fuel using our Sl205 turbocharger externally gated.
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