Archive | November, 2011

Blitz K3-450R

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Blitz K3-450R

Posted on 30 November 2011 by admin

Blitz K3-450R BLITZ and Triple K or KKK from Germany joined Turbo forces to create some of the greatest turbochargers on the market.

The Blitz K3-450R is a journal bearing externally gated turbo that is rated at 450hp, the comp cover has a 3 inch inlet and 2 inch outlet and on the turbine side we have a T28 flange with a 3 inch four bolt outlet, there is no option of a V-band either. This kick ass turbo has a working pressure of 17-22psi, which is a stunning efficiency range for a turbo of its size. On a 2L engine it begins spooling at 1500rpm and will pump out 1.4bar by 3000 ~ 3500rpm.

Being German engineered by KKK ( the turbo company that designs turbochargers for Porsche) it has a astonishing life span of 10 – 15 years if properly maintained, its one of the strongest journal bearing turbochargers that I have ever come across within its power range. The K3-450R comes in very popular bolt on kits for the Nissan SR20 and Subaru EJ20 engines, there is also rare 3SGTE kit. The Turbine house has two options the 8.11 or 6.11 which is .63 or .73 A/R. Even though the K3-450R come in a bolt on kit, to get close to that 450hp mark then you may want to consider supporting mods like fuel and ignition system upgrades.

To sum it up it is a great upgrade for anyone with a 1.8L to 3.0L engine looking for the 400 – 450hp mark, and if you are willing to spend the $3000 price for a bolt on kit or $1800 for the bare turbo.

RRP $1800

Tech Specs

Compressor Side Turbine
Wheel Diameter
Inducer Exducer Trim A/R Wheel Diam Trim A/R
54.9mm 70mm 61.5 ?? 64.4mm 72 0.63 / 0.73

 

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Toyota CT20b Turbo

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Toyota CT20b Turbo

Posted on 29 November 2011 by admin

ct20b turbo The CT20b is ceramic twin entry turbocharger that is one of the most sought after upgrades for the 3S-GTE engines in MR2’s and Celica’s, it came standard on all GEN III 3S-GTE motors and can usually be found from wreckers for around $800 used. The CT20b is designed by Toyota and manufactured by Hitachi which limits the amount of people who are able to work on them, If you are looking to rebuild a CT20b there is not much point unless you are doing a high flow as the re-builder will generally replace the ceramic wheel and shaft with steel ones, and by removing the lighter components you taking away what makes it spool faster.

The CT20b has a working pressure of 11.9 – 16.7psi which is very similar to the CT26 but still higher, the main advantage of using a CT20b over the CT26 is that the CT26 has a steel shaft and wheel where are the CT20b uses ceramic. Due to a revised and more efficient compressor wheel the CT20B will spool slightly slower but has more top end gains and although the ceramic is lighter and spools faster it is severely weaker than steel. The CT20b will hold boost right through to red line where as the CT26 starts to drop off at about 5500rpm, Max boost on a CT20b is 18-19psi but that is well outside of the efficiency range of the turbo and being over its limits it increases the chance of breaking the wheel and snapping the shaft. The Fensport website actually publish that the series one of the CT20b all have the common problem that the turbine shaft is prone to cracking.

The CT20b is rated at 400hp which is close to 280-300 rwhp so all in all it’s a excellent bolt on upgrade as 15-16 psi is approximately a 37 percent power increase over stock which is perfect for those who prefer a mildly worked street-able car. But if you are planning on doing some extensive upgrades like ECU and cams then I would not recommend it due to the fact that the CT20b technology is 15 – 20 years old now and if your going to pay near $800 you might as well get something a bit bigger.

RRP $800

Tech Specs

Compressor Side Turbine
Wheel Diameter
Inducer Exducer Trim A/R Wheel Diam Trim A/R
48mm 62mm ?? ?? 59.8mm ?? ??

 

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Garrett GT30R / GT3082R Turbo

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Garrett GT30R / GT3082R Turbo

Posted on 27 November 2011 by admin

GT30R Turbo The Garrett GT30R is a entry level ball bearing turbo for pro-street, being ideal for small to medium engines 1.8L to 3.0L looking to produce up to 500hp. Inlet flange is standard fitment with a T3 flange on the entry and V-band of 4 bolt 2.5″ compressor outlet, oil and water cooled center, it also features a open T3 turbine flange for Internal or External wast gate depending on which exhuast housing you choose, depending on your engine size and desired spool there are three different compressor wheel variations available with 0.63, 0.82 and 1.06 A/R.

Some people have fitted these to SR20’s that have produced 400rwhp and nailed 11seconds down the quarter and producing up to 26psi of boost. Garrett ‘s ball bearing technology is incorporated into the GT30r and has been proven to make this turbo spool 15% faster than the journal bearing equivalent.

It is basically a smaller variation of the GT35r and  very similar in design and price, the two choice between the GT35R and GT30 should purely come down your goals of power.

RRP $1600

Tech Specs

Compressor Side Turbine
Wheel Diameter
Inducer Exducer Trim A/R Wheel Diam Trim A/R
61.36mm 60.1mm 56 0.40 54.98mm 84 0.63/0.82/1.06

 

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Twin HKS GT2530 for the Skyline RB26?

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Twin HKS GT2530 for the Skyline RB26?

Posted on 26 November 2011 by admin

HKS 2530 Turbos For those of you who are not aware, HKS Turbos are re-branded Garrett Turbochargers which is also obvious as you can usually see “Garrett” stamped on the housing. The GT2530 are a direct fit bolt on up upgrade for the RB26DETT that are usually priced around $2000 ~ $2500 for the pair, so there not the cheapest upgrade options either.

Build quality and the turbo design in general are amazing for the size of the turbo, we can tell that all HKS & Garrett has in mind when designing these was the RB26 as they will hit full boost by 4000rpm and hold nicely until redline, max boost for these is around 23psi and they have been knock to crack 550rwhp which even then is the max they will punch out. A tear down of a GT2530 will reveal the CHRA or Center is a Garrett GT2860 with HKS housing that are designed for better flow and the RB26, hence the quicker spool. The peace of mind you will get from a 2530 upgrade is knowing you will retain your stock reliability as they are manufactured better than OEM spec, depending on future mods this may or may not be the turbo for you, if you looking at retaining stock ecu and engine and planning on bolt on upgrades such as Inter cooler, Dump pipe and Exhaust then the GT2530 are the turbos for you, on the other hand if your planning on extensive upgrades like stroking, oversize valves and bump-sticks (camshafts) then you will be better off going down the T67 or GT40 path.

RRP $2000

Tech Specs

Compressor Side Turbine
Wheel Diameter
Inducer Exducer Trim A/R Wheel Diam Trim A/R
47.7mm 60.1mm 63 0.60 53.8mm 76 0.64

 

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OBX’s T3 TB25G Turbo

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OBX’s T3 TB25G Turbo

Posted on 25 November 2011 by admin

So many times I have seen on Ebay “OBX” popping up every time I do a search that relates to the work “Turbo” so I decided to look into them.

To start off with OBX us a USA racing company, all there Turbochargers are designed and balanced in the USA, the rest is pretty much done in ASIA. The turbo we are looking at today is called the OBX TB25G right after hearing the name we assume it would be similar to the T67 25G and guess what your right. Very similar in spec to the with a 60trim compressor and the unit is rated at 550HP. The reliability of these unit have been questioned in a number of automotive forums but by no means as dangerous as one of KKR’s exploding compressor wheels.

It appears that from factory the housing, wheels, shaft is all great quality and will hold nicely up to its rated threshold but from factory balancing is not 100% but for a turbo that is not a Garrett or Turbonetics  it is very similar. This of course leads to prematurely worn bearings and leaky seals, the best work around for this is to send it off to a reputable turbo specialist like Roto Master in Melbourne and have them do a rebuild and balance which would include Garrett / Greddy grade bearings and seals along with a good balance.

To sum it it up I rate this hair dryer at 7.0/10 because at the end of the day for the $500-600 that you will pay for an OBX T3 plus the $150 – $300 for the rebuild and balance your getting a Greddy T67 25g Grade Turbo for $700 ~$900 that is good for up to 550hp, beats spending the $2000+ if you ask me.
RRP $550

Tech Specs

Compressor Side Turbine
Wheel Diameter
Inducer Exducer Trim A/R Wheel Diam Trim A/R
60mm 77mm 60 0.64 53mm 76 0.68

 

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