Product information:  Additional components 
This series of turbochargers are engineered for 2~3L inline 6 engines with most of its R&D work carried out based on a Nissan RB25det skyline. Braided oil feeding line: $88
V band externally gated assembly: $110
V band Internal Waste gate assembly: $165
RB25det bolton internally gated assembly: $270
 
Turbo profiles:  
G1     T3 .64 : 400HP Warranty:
G2    T3 .63 / .82B 450HP Our turbochargers comes with 12 month unlimited KMs warranty on all components
supplied. This warranty does not cover failures cased from foreign objects or oil related issues.
G2.5 T3 .63 / .82B  450HP
G3    T3 .63/ .82A / .82B 500HP
G4    T3 .82 / 1.0: 600HP

RRP: $900AUD

 
 
Key benefits:
360 degrees Thrust bearing
Heat treated steel wheels and shaft
Suitable for High Boost applications
 
Evaluation car (R33 S1 Rb25det):
CP 9:1 forged pistons G1~G2.5 G3~G4
Super Tech Valve springs
Power Enterprise 800cc injectors
Adaptronic plug-in ECU
Greedy Profect B EBC
600x300x75mm PWC Cooler kit
3.5inches Xforce turbo back exhaust
4inches intake pipe with Pod
Split fire coil packs
Brea steam pipe exhaust manifold Nissan internally gated bolt on assembly
Results below are based on Rb25det bolt on  internal gate assembly.  
 
   
ATR43G2.5 .82 TypeB Pump 98 & E85  
297rwkws pump 98 & 350rwkws E85 Boost curve. 20psi @ 3900RPM
   
ATR43G3 .82 Type A Pump 98 Fuel  
320rwkws @ 20psi, 330rwkws @ 23psi Boost curve. 20psi @ 4250RPM
   
ATR43G3 .82 Type B Pump 98 Fuel  
300rwkws @ 20psi Boost curve. 20psi @ 4000RPM
   
ATR43G3 .63 Pump 98 Fuel  
290rwkws @ 20psi Boost curve. 20psi @ 3800RPM
 
Developer's notes:

The development of this project has taken over 3 years. There has been many upgrades and modifications done to this class of turbochargers allowing better response and greater consistency in their HP range.

There are couple of points I'd like to mention for Rb25det skylines modifiers.

1. Factory intake pipe must be replaced. It is too small for any thing above 240rwkws, We've done a back to back test regarding to it, and result is here. Some thing of  a hard metal pipe around 4 inches is recommended.

2. We did couple of tests using our G3 .82 Type A rear housing on factory exhaust manifold and found its restrictive and not very useful for any thing above 280rwkws internally gated on 98 fuel. To a proper made steam pipe manifold, there is 2~3 degrees differences in top range timing with 25kws of power. How ever 280rwkws is still respectable for a standard engine. Welding an external waste gate on factory exhaust manifold can also increase power output substantially.

3. If you own a R33 GTST with a standard Rb25det in it, then it is a good idea to not run any boost above 20psi, the factory valve springs and hydraulic lifters are not strong enough for it. It is noticed from a strange power curve like in this sheet here, and ultimately wears out valves and valve sets.

4.A good tuner is extremely important for the final outcome. I've seen many bad tunes, not only making less power with poorer drivability, some of them a potentially dangerous that leads to engine failure. Examples Power curve, Boost curve, AFR. Unfortunately we don't tune cars, how ever I'm happy to introduce good tuner to you if you are in Australia. 

5. Turbo selections. We've made couple of different turbine housings that alters the behavior of power delivery, depending on the types of supporting mods available. For example the Type A .82 rear produces more power when used on a G3 chra, how ever will not be as responsive when running Type B .82 housing. Since the most power a factory exhaust manifold can handle is 280rwkws, then the largest you wish for a bolt on purpose would be a .82 Type B rear housing. We also have .63 rear housings made for G2 CHRAs, that makes fast and responsive 250rwkws for every day driving.

Feel free to drop in an email if you have any questions relating to modifications using one of our turbochargers or require more information or assistance on choosing the right turbocharger.

 
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