Thread: New turbo core has arrived

Originally Posted by Jazzman

Thanks OffTrack, what you are saying is very true.

I'm just not convinced as yet these are will do what people are expecting of them. I was really keen in the beginning, but the more I think about it and collate the information I can find from people on the forum the less convinced I've become. In theory it does make sense it will out perform a standard turbo, but many people are likely to be replacing old turbo with this ungraded, much of the gain noticed may be simply from the internals now being brand new.

It would be great to have the ability to compare data from a before and after example, even if the engine needed to be remaped to match the new turbo.

I haven't been able to install mine as I'm waiting on a fitting kit to replace the one Border Farce apparently forgot to put back in after they had a rummage in the box.

The performance aspect seems to be a secondary thing when you read the product page. They talk about strengthen and reliability upgrades in detail but there is only passing mention of performance improvements.

We'll see.

The following is from their Facebook page:

Our Hybrid GT20 CHRA for the TD5's. These units with the correct supporting mods will see you able to hit the 200BHP mark.

This CHRA has been built with upgraded bearings and seals and precision high speed balanced to get the most reliable upgrade on the market. The billet wheel has been added to maximise airflow in the standard housing as well as to aid spool resulting in more mid range torque.

So there are changes made to the design of the compressor wheel, so not entirely placebo effect.

Replacement o-ring arrived today so decided to do the swap....

Got everything apart without an issue.
I removed the retaining clips completely as these seemed to foul on the core when they were swung around.
Couple of taps on the core and it came free.

After cleaning the housings with carbie cleaner I discover this...

IMG_2459.jpg

A "nice" crack in the exhaust housing. Not that suprising after many years of running remaps. It had a DPL ecu on it when I first got it.

So at this point I'm stuck until I find a donor turbo.

Edit: Seems like it's fairly common problem and not too catastrophic, so might reassemble and run as-is until I can find a good exhaust housing.

For anyone who is curious, this shows the difference between stock and billet compressor wheels.

IMG_2450.jpg

The two main changes I can see are:
- full blades extend further towards the nose of the compressor wheel
- an extended tip to the impellor which gives a slightly larger effective wheel diameter.

IMG_2453.jpg

And stock for reference

IMG_2452.jpg

Paul, I'd run that housing too until you can source another.

It'll be interesting to see the differences with the tune you're running.

Shame about the crack, which now has me worried. I fully cleaned and inspected my inlet housing, but didn't bother with the exhaust housing

Is your crack easily visible on the outside of the housing? I've got a turbo blanket which makes inspecting mine even more difficult now.

Originally Posted by kelvo

Shame about the crack, which now has me worried. I fully cleaned and inspected my inlet housing, but didn't bother with the exhaust housing

Is your crack easily visible on the outside of the housing? I've got a turbo blanket which makes inspecting mine even more difficult now.

Don't worry - the turbo blanket will hold it together

But seriously, which blanket did you use, was it easy to get on, AND did you notice any change after. I reckon my exhaust pipe lagging made a slight improvement, but can't quite tie down how. Cheers

Originally Posted by kelvo

Shame about the crack, which now has me worried. I fully cleaned and inspected my inlet housing, but didn't bother with the exhaust housing

Is your crack easily visible on the outside of the housing? I've got a turbo blanket which makes inspecting mine even more difficult now.

It's internal so you can't see the crack from the outside.
It starts at a thin point where the scroll starts, and then spreads towards the mounting face.

The concern is more that exhaust bleeds into the back of the turbine wheel and effects spool up.

Originally Posted by gavinwibrow

Don't worry - the turbo blanket will hold it together

But seriously, which blanket did you use, was it easy to get on, AND did you notice any change after. I reckon my exhaust pipe lagging made a slight improvement, but can't quite tie down how. Cheers

Used this blanket T3 T25 T28 GT25 GT35 Titanium Turbo/Turbocharger Heat Shield Blanket Cover Wrap I had to cut a slot in it for the wastegate rod, other than that it fits nice and easy. It’s been fitted for about 12 months and is still ok, some scorching where it’s sits tight against the turbo, but no holes, rips or tears.

I didn’t notice any difference in performance with it. There was a big difference to the temperature around my 2nd battery mounted on the bulkhead, so definitely worth it for that.

Originally Posted by rick130

Paul, I'd run that housing too until you can source another.

It'll be interesting to see the differences with the tune you're running.

Yes, I've had to put the cracked housing back on for the moment.

I did get a replacement housing but for some bizarre reason the new CHRA and my stock core don't seat properly and the turbine fins hit the housing. It's a Td5 housing with same A/R and trim but there is a different casting number. That one has me baffled.

I haven't had a decent run with the new core yet but it does seem to go a bit better. I've been working on a tune for my D2 over the last couple of weeks so it's a bit of a moving target. What I have noticed is that the drop in AAP when it's on boost has increased by 2-3kPa so it's obviously sucking quite a bit harder than the stock unit.

This is snippet of log data from a quick run this morning with the hybrid core.

d2_hybrid_1.jpg

The map I'm currently working on is using the WGM maps to raise boost to 144kPa (20.88 psi) maximum.
Maximum boost in that screen grab is slightly more than 142kpa. This is done with the wastegate arm set to stock 13 threads.

The log data is taken at 400ms intervals vs 1200ms for the Nanocom. You can see the effect of things like the auto shifts in the boost and rpm - these tend to fall between the cracks in Nancom logging.