|Compressor Upgrades||Turbine Upgrades||Ball Bearing Upgrades||Ceramic Coating|
|Why Ceramic Coating||Ported Shroud Conversion||Fitting an Uprated Actuator||Fitting of 360 Degree Thrust Bearing|
|Turbo Restrictors||Porting the Wastegate||Staggered Gap Piston Ring||Twin Seal Conversion|
Hybrid Turbos offers a large range of turbo upgrades which can have a dramatic improvement on your vehicles overall BHP and performance. Alongside our hybrid turbocharger upgrades we also offer genuine direct replacement turbos through our parent company Turbo Dynamics. Take a look at what turbo upgrades we offer below and if you're unsure of anything we are more than happy to help.
Contact Us today or call us on 01202 487497
If you're thinking of having your turbocharger repaired, why not upgrade it at the same time for increased reliability and performance? This has become a very popular option with customers when repairing their turbochargers. Why not speak to one of our team and see what options we have to suit your requirements?
Hybrid work can be carried out to existing turbochargers from as little as £250.00+VAT. Your vehicle deserves the best so fit one of our Hybrids today!
A larger compressor wheel will allow the turbo to flow more air. More airflow, as we know, equals more power (with the correct modifications and mapping)! Our hybrid turbochargers usually feature the fitment of larger compressor wheels than standard.
A lot of our hybrid turbochargers feature our own, unique, design of billet compressor wheel. The compressor wheels are CNC machined from a forged billet of aluminium to our own specification and dimensions ensuring that the performance lives up to our high standards. Utilising forged billet aluminium compressor wheels as opposed the traditional cast aluminium items allows us to not only increase the strength of the wheel (very important when the blade tips on a compressor wheel can see supersonic speeds on some applications) but also, through clever design, reduce the weight. This transmits as improved turbocharger response over cast compressor wheels.
The compressor cover will need Re-Profiling and the Compressor Backplate may well need modifying at the same time. The fitment of a larger compressor wheel can be a very effective upgrade and it's all machined in-house meaning we can get your upgraded turbo back to you faster.
A Re-Profiled Compressor Cover allows the fitment of a larger compressor wheel which is an essential part of the hybrid process. The bore of the housing is enlarged to accommodate the new, larger wheel and the profile reshaped to match. All this is done whilst maintaining a strict tolerance between the wheel and housing to optimise efficiency of the turbocharger. A Ported Shroud Conversion can potentially be added at the same time if required. To find out further information about a ported shroud conversion please scroll further down the page.
Modifying the Compressor Backplate allows the fitment of a Larger Compressor Wheel which is an essential part of the hybrid process. The backplate houses the recess in which the compressor wheel sits; a larger compressor wheel will require the backplate opening to suit. As with everything done here, a tolerance is closely followed in the name of quality, efficiency and performance.
The Fitment of a Larger Turbine Wheel is, in theory, much the same as the Fitment of a Larger Compressor Wheel it allows the turbocharger to increase the airflow resulting in an increase in power (with the correct modifications and mapping). It does this in two different ways. Firstly, the larger turbine wheel can drive the compressor wheel harder resulting in more airflow, and with more airflow equals more power potential. Secondly, the larger wheel reduces backpressure within both the turbine housing and manifold in much the same way as a Cutback would when applied. This reduction in backpressure If you want to find out more regarding fitment of a larger turbine wheel or some of the following upgrades we offer, do not hesitate to ask, email or call us today.
Machining of the Turbine Housing allows a larger turbine wheel to be fitted which can be an important part of the hybrid process. The bore of the housing is enlarged to accommodate the new, larger turbine wheel and the profile is reshaped to match. This is all on-going while we are maintaining a strict tolerance between wheel and housing to optimise efficiency for your turbo.
Turbine Wheel Cutback is one of many machining process which is carried out in our machine shop. A turbine wheel cutback enables the turbo to increase its power output by reducing back pressure. This process however does remove some blade material from the turbine wheel which can, in some instances, result in a slight reduction in turbocharger response.
Porting and polishing the Turbine Housing helps provide maximum gas flow, thus improving efficiency. It is often and most likely to be carried out on the turbine housing inlet but it may also possible to carry this out to the wastegate if your vehicle is experiencing ‘boost creep’. Flanges can also be gasket-matched if required to optimise flow.
A Ball Bearing Conversion drastically improves response of the turbo whilst also, potentially, making it more reliable – this is especially so in a high stress environment such as motorsport. This is done by replacing the traditional thrust bearing and journal bearing assembly with a dual ball bearing cartridge assembly. The dual ball bearing cartridge has significantly less frictional drag which in simple terms, translates to improved response for the driver! We don’t think we can find anyone who disagrees with having full boost 500 to 1000 rpm kick in sooner, can you?
Our Bronze Ball Bearing Carriers, which directly replaces the original phenolic resin carrier, were designed in-house and originally created for use in higher temperature environments where reliability becomes increasingly crucial, just like in motorsport. They are now however available as an upgrade option on all Garrett Dual Ball Bearing Turbos and Core Assemblies. This has become very popular with customers simply for peace of mind or for a faster road or race application.
One of our most recent upgrades. The introduction of ceramic ball bearings as opposed to the usual stainless steel items is something we originally introduced for motorsport customers but it has now begun to feed itself down the product range. In the same way as the Bronze Ball Bearing Carriers (see above) were designed as a reliability improvement over the standard items the ceramic ball bearing upgrade can be fitted to further improve reliability. Ceramic Ball Bearings are now available alongside the Bronze Ball Bearing Carrier upgrade on all Garrett Dual Ball Bearing Turbos and Core Assemblies.
Find out more information regarding what's best between Journal or Ball Bearings by clicking the following link: Journal Bearing vs Ball Bearing
With our Hybrid Turbos we offer Ceramic Coating technology for all turbochargers as well as turbo related components such as manifolds, exhaust headers, exhaust down pipes, external wastegates.
All of our Ceramic Coating applications are carried out by Zircotec.
Zircotec are market leaders within the ceramic coating industry and have developed a range of ultra-high performance plasma-sprayed ceramic coatings to protect such components from effects of fire, heat, wear corrosion and abrasion. Ceramic Coating reduces under bonnet temperatures by up to 122 degrees Fahrenheit as well as increasing the engines performance and extending the life of venerable components and therefore enhancing engine reliability. Zircotec, a UK based company who boast many F1 teams amongst their wide customer portfolio.
All of our Ceramic Coating applications are carried out by Zircotec.
Zircotec are market leaders within the ceramic coating industry and have developed a range of ultra-high performance plasma-sprayed ceramic coatings to protect such components from effects of fire, heat, wear corrosion and abrasion. Ceramic Coating reduces under bonnet temperatures by up to 122 degrees Fahrenheit as well as increasing the engines performance and extending the life of venerable components and therefore enhancing engine reliability.
Ceramic coating is available in a range of colours and it it comes down to personal preference and does not effect the performance: Performance White, Diamond Black, Graphite, Chilled Red, Warm Grey, Yellow Gold, Solid Black, Sterling Silver, Fern Green, Ultra Blue, Metallic Black, Antique Silver, Copper, Aqua Green and Aged Brown. Enquire today and ask to view the range of colours.
View the full list of benifits for why you should ceramic coat your turbocharger... Why Cermaic Coat Your Turbocharger?
If you would also like to find out more about Zircotec please click the following link: www.zircotec.com
Ported shrouds are an upgrade designed to help prevent surge by equalising air flow on the secondary blades of the compressor wheel thus allowing the turbocharger to cope with higher boost or airflow levels at low engine RPM and light throttle loads. It achieves this by allowing a small amount of air to escape around the primary blades of the compressor wheel (and onto the secondary blades) thus increasing the ability of the compressor to provide high boost pressures at low engine rpm due to the ports allowing an increased volume of air to be drawn into the compressor wheel.
A ported shroud conversion will slightly decrease the peak efficiency of the compressor wheel however it will make the compressor wheel more efficient over a greater range of engine speeds and loadings. The ported shroud forms part of the compressor cover inlet casting however there are occasions where the existing compressor cover can potentially be machined (in-house) for a ported shroud or a replacement cover with a ported shroud that can be supplied.
If you wish to find out more information and want to speak to one of our Turbo Specialist, please email or call today. Details can be found on our contact page.
Here we manufacture turbochargers to the exact design specifications we (or the original manufacturer) have created. Turbochargers, throughout the world are mass produced and as a result of this the clearances have a tolerance they must sit within. Blueprinting involves specialist machining to ensure all clearances are built to a lower tolerance. This means, for example, the piston ring oil seals will fit tighter and therefore seal better, or the bearings will have less float enabling a better balance of the rotor assembly unit. In normal, day to day, life this will bear no impact on the life of the turbocharger but in a competitive environment where every tenth of a second counts this can be the difference between winning and losing! As part of the blueprinting service the turbos are built with absolute accuracy to their specific, detailed designs giving us the accurate and superb turbochargers and components we have today.
Blueprinting helps the turbocharger be more reliable and exact to the customers and ours specification and is a process we incorporate in every hybrid turbocharger we build
Fitting an Uprated Actuator allows higher boost pressure to be run within the turbo. The actuator governs when the wastegate opens and will open it accordingly. A stronger/uprated actuator means the turbocharger can potentially run higher boost pressure, which can equalling more power.
Fitting a 360 degree Thrust Bearing increases the reliability of your turbo and allows a safer way of running higher boost pressures. The thrust bearing is under heavy pressure when the turbocharger is operating, the larger surface area of a 360 thrust bearing (as opposed to a traditional 270 degree or 180 degree unit) is better equipped to cope with these axial loads. A 360 degree thrust bearing is recommended if you intend running more than 1 bar (14.7 psi) of boost. Running high boost on a standard thrust bearing can lead to premature turbo failure and a big bill!
Restrictors are used in motorsport to cap the airflow and therefore, the power an engine can produce. At Turbo Dynamics we can machine your turbo to accept a restrictor. We can also manufacture restrictors in all the normal sizes so we can supply as well as fit, if required by you.
Porting the Wastegate optimises flow of the exhaust gases through the turbocharger's wastegate and helps prevent/reduce boost creep.
A Staggered Gap Piston Ring replaces the standard piston ring seal. It is designed for use in low back pressure exhaust systems or for use on applications where the car has high oil pressure which could result in a small amount of weepage from the turbocharger.
Twin Seal conversions pre-date Staggered Gap Piston Rings and are used on older turbochargers where staggered-gap rings are not available. The process involves careful machining of the piston ring and on the shaft and the seal bore area of the bearing housing to allow a second piston ring seal to be fitted. This reduces oil weepage on cars with low back pressure exhaust systems or higher than usual crankcase pressure.