Tag Archive | turbo

Най-новото от Regula Exclusive: Боди кит + повишена мощност за Panamera Turbo

Зеленикавата Panamera Turbo е мощна 605 к.с.

Едва ли ви говори нещо наименованието Regula Exclusive. Това е тунинг компанията, която е създала тази изключително атрактивна Panamera Turbo.

Ателието Regula Exclusive идва от Дортмунд, Германия предлага две вариации на видния от прикачените по-долу снимки аеродинамичен боди кит за Porsche Panamera Turbo. Единият вариант включва изработка от въглеродни нишки, а другия – смес от полиестер-полиуретан. Цената за вторият е 7498 евро.

Както и сами забелязвате, новите екстериорни компоненти за Panamera-та се свеждат до изцяло нови предница и задница, които придават несъмнено коренно различен вид на луксозното купе с четири врати. Сред ревизиите са и новите колела, праговете, дръжките на вратите и изпускателната система.

Джантите са дело на компнията Schmidt Revolution и са с размери за предната ос 10×22 и 11.5×22 за задната. За 1698 евро ще получите силов пакет, който увеличава мощността на Panamera Turbo от заводските 500 к.с. до далеч по-внушителните 605 к.с.

Етикети: panamera, panamera turbo, Porsche, porsche panamera

FORD COSWORTH YB TURBO TUNING GUIDE

A staggeringly really popular motor, the Cosworth YB Turbo in reality started essence in 1984 as a N/A Cosworth YAA idea. Yet, the turbo form was started in the 1986, 3 entryway Sierra with 204bhp. The notorious RS500 form of the same auto accompanied in 1987 with 225bhp, a greater T4 turbo, eight injectors (just four joined) and a motor designation of YBD.

Conceivably the most obviously ample Sierra, the Sapphire hit the streets among 1988-89 with a 4×4 form being processed from 1990-92. The motor was hence ready in several forms for this recent auto – The YBJ, which fused a considerable lot of the RS500 motorsport sort amendments, in addition to the green cam overlaid YBG, denoted for the US emanations delicate business. This had a few cats, shut circle lambda control and ran on 95 octane unleaded.

Beyond any doubt the Escort Cosworth brought over from 1992 with the vast turbo YBT motor, offering a T34 and four wheel drive, whilst the sequence stopped with the presentation of the T25, minor turbo Escort in the middle of 1994-96. This moreover offered Passage EEC IV administration, with wasted spark ignition, twin loops, an offbeat succession of injectors and a novel dark cam blanket.

The most regular motor is the first YBB (3 dr and 2wd Sapphire), which might be effortlessly tuned with chip and turbo changes to expand the help level. Be that as it may, the 4×4 head is the preferable base after the early sort has less water coats and is defenseless to blowing head gaskets with grim treks in support.

In any case, you’ll should overhaul the actuator to-31 (dash 31) sort and redesign the administration chip to expand the fuel and help level too-this can normally be to around 270/280bhp. We could propose that you moreover fit an exceptional stainless fumes for example our Mongoose go, in addition to a K&N separate.

When that stage, you ought to swap the injectors for 803s – generally reputed to be Dim Greens. To this you’ll require a contrasting chip again, in addition to a 3-BAR Guide sensor to up the help to 19 PSI (1.3 BAR) bringing about roughly 320-330bhp.

Past this level, we’d prescribe fitting a Bunch An or multi-shim head gasket and for additional security in elevated-support requisitions, and an ARP stud and nut case.

In any case, around this level, the standard Garrett T3 turbo will have gotten to its constrain in spite of the fact that there are now a few ways to take in turbo decision. The proposed however are invariably an exchange off among turbo slack and driveability – thus why heading off straight to a T4 isn’t consistently an exceptional move. Prominent decision is to fit an Escort T34 or a crossover T3 on top of a more extensive intercooler. T38’s are moreover ready admitting that these aren’t an off-the-ledge Garrett unit and are perceived more as a half breed. You ought to see capacity potential with this to around 460bhp, whilst the T34 will give you capacity to around 380bhp.

Right now – and particularly provided that you need to utilize a T4 with capacity potential to the touring auto levels of 540bhp-the motor ought to be reason-constructed to suit. The explanation is you’ll require additional head work in terms of porting, unexpected cams (in spite of the fact that BD14s are the limit on the avenue), more level layering degrees and extended stud change. The trick is capitalizing on the unit whilst generating capacity without colossal measures of slack. Once you get to this stage, we could probably prescribe you on the best equipped way send, hinging on the sort of motor you have.

A special track, and still ubiquitous strategy to tune the YB, is to return it to the first N/A provision, which includes raising the pressure. For this, we stock Accralite manufactured cylinders to build the degree to the same amount as 12.5:1 even though they might be machined to bring down the CR in light of the fact that they have raised crowns for this reason.

On top of this change, the head requires the ports truly opening out and for extreme pull requisitions, heftier valves fixed. The cams too require swapping for non-turbo profiles granted that they aren’t composed to go with the standard YB water driven lifters and consequently require changing over to strong lifter sort.

The base close is fine for this sort of yearning in light of the fact that the poles and wrench are both steel. We could suggest notwithstanding, that the bar jolts are updated for heightened-revving requisitions. For extreme capacity however, we moreover stock steel H-area bars. In conclusion, you will ought to swap the turbo inlet manifold for a twin DCOE sort permitting either 45/48 side dry seasons or throttle body fuel injection. In this frame, you might as well have the ability to actualize in overabundance of 225bhp+.

Intake manifold upgrade – honda

The Special K swap is the Holy Grail of Honda swaps at present, giving Civics from as far once more as the EF time of the early ’90s more uprooting and 21st century power and technology.

In countless cases its an indigenous movement for swap aficionados to likewise put a touch of boost in the mathematical statement. Turbo K cases are ample, but as the force ascents, the inefficiencies of a number of the stock parts can relinquish power and reliability. One of the major roadblocks is the intake manifold. A prevention at about 700 whp in manufacturing plant turbo Supras, stock intake manifolds can end up being a confinement in any vast-boost requisition, but taking a manifold composed for typically suctioned job and pumping huge boost just worsens the scenario.

Our dyno victim is a K-swapped ’96 Midori-shaded Civic. The K20A is pressurized by a Garrett

Golden Eagle Products has spoke to the issue for Special K fans with its enchanting assembled-from-billet huge-plenum manifold. Composed utilizing the most cutting edge CAD/CAM product for exceptional display and accuracy CNC-machined from 6061-T6 billet aluminum, the manifold gleams similar to a glimmering gem when you pop the hood. As a result of its uncommonly outlined runners and substantial plenum, the Golden Eagle manifold slaughters the stock setup in both rush and volume limit.

SpeedFactory is a Honda-driven shop placed in Tacoma, Washington, that helped in the R&D of the manifold. When SpeedFactory set out to test the irrevocable unit, we crashed the gathering.

This before/after observation vividly delineates the manifold’s bling consider. In any case as the d

A ’96 Civic running a turbocharged K20A2 fitted with the initial stock intake manifold and throttle form served as SpeedFactory’s test donkey. The auto’s turbo framework emphasizes a Garrett GT3071R turbo with a .48 A/R T3 compressor lodging, an a few-crawl downpipe, a couple-crawl fumes framework and an Omni four-bar guide sensor. Fuel enhancement comprised of Precision 1,000cc injectors and a Walbro 255-lph pump. The Honda was set to blaze E85 fuel. With this setup, the K20 baselined at 392.8 whp, with a progressive 10 psi.

The SpeedFactory group then introduced the Golden Eagle manifold and a 70mm throttle figure for the retest. Once more on the SpeedFactory Dynapack the Midori Green EG belted out some huge increases. “With the manifold update, it would have liked five to 10 degrees more VTC (cam point) on the towering cam, and made 15 to 25 whp more from 4,600 to 7,200 rpm,” SpeedFactory owner/tuner James Kempf expresss. “From 7,600 to 8,600 rpm it picked up a staggering 36 whp!… Flow is ruler.” Looking at top power, the K20 beat out at a whopping 429.4 whp when the manifold swap, with boost untouched and keeping enduring at 10 psi.

This before/after observation vividly delineates the manifold’s bling calculate. At the same time as the d

We were awed that the manifold indicated quite an impressive great seize quite an impressive moderate boost level. Assist, we were moreover inspired at how the mani indicated legit builds from 4,600 rpm on up even at level boost. Kempf is certain you could probably look for even more fantastic increases over a stock manifold at higher boost/power levels where the stock manifold could posture an even more terrific limitation. As sparkling as it seems to be, the marvelousness of the Golden Eagle’s K-progression manifold is far something greater than shallow, as it pounds out the power on the dyno—where it checks.

Aftermarket Boost Control Solenoids

Processing plant help control relies on a unstable, wasteful solenoid. When support levels are built over stock, the manufacturing plant actuators flop to respectably meter support. The coming about spikes, dips and whimsical reaction can harm your motor and ruin the display additions. A redesigned electronic help control solenoid permits a much flatter waste passage calling cycle to process higher support levels giving tuners preferable control and diminishing spool time. Now lets talk over why.

Stock 2-Port Operation

The stock solenoid is part of the stock drain-based help control framework. When the solenoid is off (shut), pressurized atmosphere from the compressor is bolstered straight into the wastegate control. Any expand in compressor force past the evaluated force of the wastegate control effects in the wastegate being opened, averting development of support.

When energized (opened), breeze is permitted to drain off the compressor-to-wastegate line by way of a “T” connector. This counteracts the wastegate from seeing the full compressor force, permitting support to manufacture. Most model years incorporate a restrictor pill in the hose interfacing the compressor to the “T” which meters the breeze for the stock ECU calibration.

While the stock framework manages satisfactorily, it would be able to head to situations at higher-than-stock support levels. On account of the drain framework is estimated for the stock turbo at stock support levels, it is ordinarily unequipped for effectively metering atmosphere at higher help, permitting the wastegate to see force and open before proposed.

Moreover, subsequent to the wastegate is never altogether cut off from seeing compressor force, it would be able to open at flat help levels and hinder support development. In a perfect world, the wastegate might as well remain totally shut for quickest help development (as all fumes is then constrained through the turbine).

Reseller’s exchange 3-Port Operation

A 3-port solenoid does afar with the drain-based framework, expressly shunting atmosphere from the compressor to the wastegate, or compressor to vent (or once again into the admission post-MAF, OEM-style). Weaknesses of the drain-based framework are accordingly wiped out, with the wastegate seeing actually no force when the solenoid is energized, to seeing every last trace of the compressor force when the solenoid is de-energized.

Now fit to absolutely control the opening and shutting of the wastegate, the ECU is equipped to control help with more excellent exactness and lessened reaction time.

This adjustment will construct your present support guide OBSOLETE. You MUST retune support. In the event that you possess no approach to tune your support control tables, you ought to NOT do this mod.

Are fuel additives scam or magic?

There are numerous better fuel added substances with different sorts of unexpected guarantees! We are just blatantly fascinated by the ones that CAN work to help control.

To begin with we ought to comprehend the divergences among the a few regular way fills we all utilization, and a few “race” energizes. So first it could be exceptional in the event that you peruse this!

1st we hold every one of those “added substances” that case to upgrade capacity, and torque, enhance “smoothness” emanations, and mileage! Here and there by 25 percent! In any case they cannot, or should not tell you how! Well get actual! They are a CON!

2nd we have “octane supporters” SOME of these work well. Search for tests and proposals, or actually utilize fitting towering octane powers in the ahead of all comers!

3rd we have “upper chamber greases” for example Redex and whatnot. Well in a way auto they would not be able to harmed. In an exceptionally focused on race motor running on the outskirt of explosion, it may unequivocally be sufficient to slaughter it! You see oils profoundly bring down the sum barrels Octane So be watchful!

4th Methanol. This can if united in humble measures build octane. In any case it might make the sum fuel mixture weaker so again be deliberate!

Then there are the spearhead swap added substances. The aforementioned might work, some unquestionably don’t. They are outlined to swap the lead that some motors such as to stop valve/head seating situations in pre unleaded fuel days! Don’t befuddle advance and Octane. Head is for grease. Octane is a measure of the powers burrowing little creature thump lands. Admitting that lead happens to build octane a small as well!

Chip tuning?

Non Turbo Cars

Caught a kid racer telling his mate the alternate day “unequivocally fitted a chip to my xxxxx auto (non turbo) yesterday, and its stacks speedier!”. Well that is simply NOT conceivable.

I inquired how and he didn’t know, but declared it was about 20mph speedier even out! Now subsequent to it takes 4x the capacity to go twice as snappy, that likens to a basically colossal capacity expand! So he was plainly lying…

To begin with of all, an observable expand in capacity is basically not plausible with a characteristically suctioned auto (no turbo) by fitting a “chip” or having it “chipped“. As we stated in the first few pages motors breath breeze. Since you try not to expand this flood somehow it cannot make more capacity than it at present is doing! That chip essentially tells the fuel framework what amount of is the Right measure of fuel to unite! The producers stock settings are regularly ideal for top control. It moreover controls the Ignition timing, but again the stock settings will be about impeccable for full control. It is just feasible to get little increases in “drivability” as opposed to more certifiable control.

It is plausible to expand a few percent all over at offbeat rpm’s and throttle plate positions, being as how the makers tailor the fuel guide to give ideal economy, smoothness and easy emanations. Be that as it may these increases are pretty minor. They “would” outcome in preferable drivability, but most likely not enough additional capacity to perceive!

Turbo Cars

It is conceivable notwithstanding to chip a turbo auto for additional capacity in a significant number of cases. The max support level is regularly regulated by the motor administration framework. So in this case reprogramming, or rather remapping the ECU or chip can carry capacity builds. Be deliberate however on account of the makers set these things as they are frequently for exceptional explanations-for the most part reliability!

By permitting the turbo to make higher help the motor gets more atmosphere and in this manner can make more capacity, frequently impressively more.

Engine tuning basics

Exceptional tuning is the key to unlocking the potential of any motor. OE makers spend ungodly sums of time, coin and examination fine-tuning motors to run as prudently would be prudent to any detectable degree times, under any conceivable operational conditions. Basically put, if your motor is stock, its impossible you are able to get a preferred generally speaking tune over the one it went with. Build a few updates however and things can update rather rapidly.

An inner ignition motor is fundamentally similar to a huge vacuum apparatus. As it comes furnished from the mill, it will flood a set product of atmosphere dependent upon things like motor speed, stack, and so forth and is tuned consequently. When updates are made to the things that control the product of atmosphere that gets into a motor (cams, header, admission, compelled-impelling, and so forth.), updates ought to be made to the motor administration to remunerate. This involves changing fuel or alternately ignition timing, at least if the motor’s potential is to be grasped.

Essentially, when wind stream is built, fuel conveyance should be built consequently. The target is to get the fuel and the atmosphere into the motor in the right degrees. Anyway don’t be tricked into suspecting that tweaking the air/fuel proportion (AFR) is the just thing that ought to be spoke to when making grim updates–its not that straightforward.

Getting more breeze and fuel into the motor connotes that there is a more gigantic blast happing, which connotes higher temps and forces in the burning chamber, which can drastically expand the shot of explosion and motor harm. Thusly, ignition timing regularly should be balanced also.

While inclusive tuning includes something greater than unequivocally tuning the fuel conveyance and ignition timing, they are 90 percent of the comparison. Likewise, if these several things are in place and situated conservatively, risks of motor survival are exceptional.

Quite similar to all things in existence, tuning is about bargains. The key to getting the most fit tune is to equalize greatest capacity and motor safeguard, without running the auto on the threshold of annihilation. Twenty years in the past, tuners relied essential on their eyes, ears, noses and timeslips to tune, which needed years of interaction. Today, because of up to date fuel infusion frameworks, we have a mess of sensors under the hood, which makes things a parcel simpler.