ATR43 400~600HP T3x Internally gated turbocharger

Brand: HyperGear
Product Code: ATR43
Price: $1,170.00 Ex Tax: $1,063.64

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ATR43 internally gated turbochargers are recommended for any 6 cyclinders 2~3 liter inline engines. They comes in 4 different profiles rated from 400 to 600HP. Price includes a Rb25det 6 bolt internal gate assembly or a cast V band internal gate assembly.

ATR43G3SAT is a performance model recommended for Nissan Rb25det, SR20det, and Toyota 1JZGTE features fast turbo response and support up to 500HP. Ball bearing option is strongly recommended. Turbine housing recommendation for engines mentioned is in .63.  G1 and G2 models are commended for Rb20det engines, the recommended turbine housing is in .58

The leading time to build is up to 10 working days.

Turbo Profiles G1: T3 .64 400HP G2: T3 .63/.82B 450HP G2.5: T3 .63/.82B 450HP G3: T3 .63/.82A/.82B 500HP G4: T3 .82/1.0 600HP
Key Benefits 360 degrees Thrust bearing Heat treated steel wheels and shaft Suitable for High Boost applications
Warranty Hypergear 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.

CP 9:1 forged pistons
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

ATR43G3 297rwkws P98 and 350rwkws E85
ATR43G3 330rwkws @ 24psi 
ATR43SAT BB 317rwkws @ 21psi, 21psi @ 3550RPM  
Developer's notes:

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 ATR43G3 .82  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. I've seen many people use return flow intercoolers for convenience of installations. We've tested few and found most of them carry a massive pressure drop in between the cores. Here is a comparison using a Jap branded return flow cooler kit that resulted 8psi pressure drop. Pressure graph before and after cooler is here.  I personally recommend proper front mount intercoolers with core size of 600x300x81mm.

6. Exhaust plays a critical roll in a high performance system. The engine only makes more power if greater volume of air can be shifted through the engine system. Restrictive exhaust can cause an rise in EGT that increase knock levels as well as the inability in boost control. 3.5 inches straight pipe will be ideal for RBs if it not going to be used on road. I always recommend of doing dynos run with exhaust dropped before the finalise of a tune. An example of exhaust restriction: With exhaust, Without Exhaust (dropped from cat).

7. Just I've noticed many of the aftermarket turbo back dump / front pipes are not made to spec. Their flanges are much smaller then factory dump print, means the turbocharger will be shooting hot air into a flat wall, that will cause engine detonation and penalize ignition timing heavily. They must be Die-grinded before turbo installation. Photo 1,  Photo 2

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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