uk turbo 2000 tuning
01 November 2006, 02:35 PM
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uk turbo 2000 tuning
What will it take to get bout 250-260bhp out of a uk 97 turbo 2000 was think full exhaust, filter and chip anything else??
01 November 2006, 04:22 PM
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Originally Posted by Topbombingkid
What will it take to get bout 250-260bhp out of a uk 97 turbo 2000 was think full exhaust, filter and chip anything else??
01 November 2006, 07:26 PM
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Hai,
about turbos basic
The compressor section is identical in function to any centrifugal supercharger, the only difference is that the turbine section of the turbo drives it. One thing to know is that turbocharger compressor sections are (generally) significantly smaller than their supercharger cousins. This all has to do with efficiency and the chosen method of powering the compressor, so just know it's the reason why you see turbochargers spinning such high RPM when compared to their centrifugal supercharger cousins. It's all about necessity.
TURBINE SECTION: This section bears a strong resemblance to the compressor section for a reason; it basically functions the same but backwards. The two main parts are the turbine housing and turbine wheel, and if this is an internally wastegated turbo, the wastegate also resides here (there will be more on that later). As exhaust gasses quickly move out of the cylinder and into the exhaust manifold, they are routed into the turbine housing's scroll. If you understood the flow of air through the centrifugal compressor design discussed earlier, here it's just the opposite occurring. As the hot and rapidly moving gasses attempt to find an airflow path through the turbine housing (with the ever decreasing scroll area), they come in contact with the turbine wheel on their way to the center outlet of the housing. As they rush through this airflow path and into the exhaust downpipe, they spin the turbine wheel, imparting a portion of their kinetic energy to the turbocharger. Especially notice that with this design comes variable RPM, the turbocharger itself is not physically strapped to any rotating part of the engine. This makes many different turbo shaft speeds possible at a single engine RPM, which is where the system's basic performance characteristics and tunability are born.
CENTER SECTION: The center section is definitely the most complex of the three portions. This is what connects both the compressor and turbine sections, and where all of the cooling and lubrication of the unit occurs. Inside the center section is the main shaft, which is what the compressor and turbine wheels are directly connected to. This main shaft undergoes a great deal of pressure, RPM and heat, so the center section is unsurprisingly very specifically engineered to deal with these. The most common and basic center sections use what's called thrust bearings to keep the shaft spinning, and oil flow from the engine to both lubricate and cool the unit. Two common updates to this proven design are becoming more affordable and widespread; ball bearing center sections and water cooling in addition to oil. The ball bearing center is both more durable and more efficient at transmitting power to the compressor wheel, making it better for performance and turbo life. The water cooling is more for reliability than anything else, helping to stabilize temperatures and prevent oil coking in the housing. Both are worthwhile additions to your turbo purchase if at all possible.
TURBO KIT BASICS: know that this is pretty much an oxymoron when dealing with turbos. There is nothing basic about a turbo system, as many different things concerning engine operation need to be addressed. The basic turbo system should come with a bunch of different things, and few systems effectively address all these unless your car was originally equipped with the system. Here they are, in no particular order (with the little things like vacuum line omitted), and notice I left out engine management from the list, because I want to deal with that separately:
1- turbo
2- exhaust manifold for turbo
3- wastegate
4- blow-off valve (aka bypass valve)
5- lines for oil supply and return
6- intercooler (optional).
about turbos basic
The compressor section is identical in function to any centrifugal supercharger, the only difference is that the turbine section of the turbo drives it. One thing to know is that turbocharger compressor sections are (generally) significantly smaller than their supercharger cousins. This all has to do with efficiency and the chosen method of powering the compressor, so just know it's the reason why you see turbochargers spinning such high RPM when compared to their centrifugal supercharger cousins. It's all about necessity.
TURBINE SECTION: This section bears a strong resemblance to the compressor section for a reason; it basically functions the same but backwards. The two main parts are the turbine housing and turbine wheel, and if this is an internally wastegated turbo, the wastegate also resides here (there will be more on that later). As exhaust gasses quickly move out of the cylinder and into the exhaust manifold, they are routed into the turbine housing's scroll. If you understood the flow of air through the centrifugal compressor design discussed earlier, here it's just the opposite occurring. As the hot and rapidly moving gasses attempt to find an airflow path through the turbine housing (with the ever decreasing scroll area), they come in contact with the turbine wheel on their way to the center outlet of the housing. As they rush through this airflow path and into the exhaust downpipe, they spin the turbine wheel, imparting a portion of their kinetic energy to the turbocharger. Especially notice that with this design comes variable RPM, the turbocharger itself is not physically strapped to any rotating part of the engine. This makes many different turbo shaft speeds possible at a single engine RPM, which is where the system's basic performance characteristics and tunability are born.
CENTER SECTION: The center section is definitely the most complex of the three portions. This is what connects both the compressor and turbine sections, and where all of the cooling and lubrication of the unit occurs. Inside the center section is the main shaft, which is what the compressor and turbine wheels are directly connected to. This main shaft undergoes a great deal of pressure, RPM and heat, so the center section is unsurprisingly very specifically engineered to deal with these. The most common and basic center sections use what's called thrust bearings to keep the shaft spinning, and oil flow from the engine to both lubricate and cool the unit. Two common updates to this proven design are becoming more affordable and widespread; ball bearing center sections and water cooling in addition to oil. The ball bearing center is both more durable and more efficient at transmitting power to the compressor wheel, making it better for performance and turbo life. The water cooling is more for reliability than anything else, helping to stabilize temperatures and prevent oil coking in the housing. Both are worthwhile additions to your turbo purchase if at all possible.
TURBO KIT BASICS: know that this is pretty much an oxymoron when dealing with turbos. There is nothing basic about a turbo system, as many different things concerning engine operation need to be addressed. The basic turbo system should come with a bunch of different things, and few systems effectively address all these unless your car was originally equipped with the system. Here they are, in no particular order (with the little things like vacuum line omitted), and notice I left out engine management from the list, because I want to deal with that separately:
1- turbo
2- exhaust manifold for turbo
3- wastegate
4- blow-off valve (aka bypass valve)
5- lines for oil supply and return
6- intercooler (optional).
Last edited by ex-webby; 02 November 2006 at 01:03 PM.
01 November 2006, 10:42 PM
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looking to drum up business by the looks of the links
to claify, a full decat, pannel filter and remap see's an average of 260bhp, 260ftlb of torque.
however this is average, each and every car is different so some cars see higher than other, aka mine is running 258bhp (-2bhp) but 280ftlb (+20ftlb).
i do know of a car that maxed at 245bhp no mater how the map was tweeked further, same map was applied to another similar car and ran 255 without specific tweeks, so was just down to the first cars engine, this is a very rare occurance though
to claify, a full decat, pannel filter and remap see's an average of 260bhp, 260ftlb of torque.
however this is average, each and every car is different so some cars see higher than other, aka mine is running 258bhp (-2bhp) but 280ftlb (+20ftlb).
i do know of a car that maxed at 245bhp no mater how the map was tweeked further, same map was applied to another similar car and ran 255 without specific tweeks, so was just down to the first cars engine, this is a very rare occurance though
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