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Turbo blog 100

turbo blog 100

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Turbo blog 100 -

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S-4 Calipers from S-4 Wheels and Tires: View the Option Codes list Performance Figures: Distance miles per hour: Specifications Turbo S: Overview Turbo S: Comments are closed Comments on chapters are closed.

About The Porsche Turbo Resource features articles, images, and documents pertaining to the Porsche Turbo , to the series, and to associated racing developments like the Turbo Cup.

This resource is currently in development. Recent Appendix Posts 3. The fiery four cylinder 1. Choose a country flag below to translate the page you are currently viewing.

It is extremely durable and delivers exceptional airflow qualities. This arrangement is integrated on the LTG Ecotec 2.

Both the intake and exhaust cams have hydraulically operated vane-type phasers that are managed by a solenoid and directed by the engine control module ECM.

The phasers turn the camshaft relative to the drive sprocket, allowing intake and exhaust valve timing to be adjusted independently.

Cam phasing changes the timing of valve operation as conditions such as rpm and engine load vary. It allows an outstanding balance of smooth torque delivery over a broad rpm range, high specific output and good specific fuel consumption.

It fosters a more complete burn of the fuel in the air-fuel mixture, and operates at a lower temperature than conventional port injection.

This allows the mixture to be leaner less fuel and more air , so less fuel is required to produce the equivalent horsepower of a conventional, port-injection fuel system.

Direct injection also delivers reduced emissions, particularly cold-start emissions, by about 25 percent. The higher compression ratio with direct injection is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, which reduces the charge temperature to lessen the likelihood of spark knock.

The direct injection fuel injectors have been developed to withstand the greater heat and pressure inside the combustion chamber, and feature multiple outlets for best injection control.

The fuel system operates at pressure as high as 2, psi, compared to about 60 psi in conventional port-injected engines.

The engine-mounted fuel pump is augmented by a conventional electrically operated supply pump in the fuel tank.

The fuel delivery system features a high-pressure stainless steel feed line and a pressure-regulated fuel rail without a conventional fuel return line from the engine to the tank.

Fuel pressure varies from about psi at idle to 2, psi at wide-open throttle. Rather than the linear operation of a conventional fixed-flow pump, the variable-flow system features a crankshaft-driven oil pump that matches the oil supply to the engine load.

This prevents using energy to pump oil that is not required for proper engine operation. An engine oil cooler helps maintain optimum oil temperatures.

It has a heat exchanger incorporated into the oil filter housing. The design optimizes oil cooling with a minimal pressure loss.

During cold starts, the system also enables faster heating of the engine oil for an earlier reduction of internal engine friction.

Each of two scrolls on the turbine is fed by a separate exhaust passage — one from cylinders one and four, the other from cylinders two and three — virtually eliminating turbo lag at low engine speeds, giving the engine immediate throttle response associated with a naturally aspirated high-performance engine.

The turbocharger generates maximum boost of about 20 psi. Because direct injection cools the intake process compared to port injection, it allows the LTG Ecotec 2.

The LTG Ecotec 2. Inlet temperature is reduced as much as degrees F degrees C. Cooler air is denser, which means more oxygen is packed into the cylinders for optimal combustion and, consequently, greater power.

The pump is mounted at the rear of the cylinder head and is driven by the exhaust camshaft via a flexible coupling. Longitudinal or Transverse Compression ratio: Hydraulic roller finger follower Firing order: Evaporative system Catalytic converters close coupled and underfloor Positive crankcase ventilation Materials Block: Cast aluminum T7 Cylinder head:

Chances are slim if the turbos are in good shape. Some things to check are the pcv system and use thicker viscosity oil when possible. The CATs do help cover up any existing conditions with smoking.

Honestly though I have been rethinking my upgrade path after seeing this: All was well driving the car home and for a few days, […].

Her poor car has seen alot of abuse but it just keeps going. She sent me a text one day out of the blue if we would install a pair of turbos on her car.

I kept an open mind and knew something like this undertaking was opening a can of worms. Its not as simple as one may think, throw some turbos on and your done.

So when she asked about upgrading turbos we scratched our heads. There was plenty more to do before she truly maxed the stock turbos potential.

For those who missed it, this is the pride and joy click me. Your email address will not be published.

Be A Fan On Facebook. Demolishing the Stock Z32 Turbo Record. The following is the list of mods done to this wonder: Remember to keep your turbos boosted people!

Previous Post The Z with lots of Turbo s. Next Post Black Z34 Beauty. New member, but not to Nissans - Nissan Z Forum. October 27, at 1: January 1, at The main bearing bulkheads, which support the crank bearings, as well as the cylinder bore walls have been significantly strengthened to support increased engine loads.

Forged powdered metal connecting rods incorporate a larger, forged I-beam cross section for added strength in this turbocharged application.

The pistons in the 2. This enhances efficiency and the feeling of performance as the rpm increases. The tops of the pistons have a dish shape that deflects injected fuel.

Each piston has its own directed jet that sprays oil toward its skirt, coating its underside and the cylinder wall with an additional layer of lubricant.

The head is also designed specifically for direct injection. In other Ecotec engines, the fuel injectors are mounted in the intake ports but the LTG 2.

Apart from injector installation, the head has conventional port and combustion chamber designs, with both being optimized for direct injection and high boost pressure.

The head uses stainless steel intake valves that are nitrided for improved durability and undercut to improve flow and reduce weight.

The exhaust valves have sodium-filled stems that promote valve cooling. At normal engine operating temperatures, the sodium inside the valve stem fuses and becomes liquid.

The liquid sodium improves conductivity, promoting heat transfer away from the valve face and valve guide to the cooler end of the stem, where it more readily dissipates.

This helps maintain a lower, more uniform valve temperature, reducing wear on the valve guide for better alignment and a consistent seal between the valve seat and valve face over the life of the engine.

Performance was the priority with the LTG Ecotec 2. It is extremely durable and delivers exceptional airflow qualities. This arrangement is integrated on the LTG Ecotec 2.

Both the intake and exhaust cams have hydraulically operated vane-type phasers that are managed by a solenoid and directed by the engine control module ECM.

The phasers turn the camshaft relative to the drive sprocket, allowing intake and exhaust valve timing to be adjusted independently.

Cam phasing changes the timing of valve operation as conditions such as rpm and engine load vary. It allows an outstanding balance of smooth torque delivery over a broad rpm range, high specific output and good specific fuel consumption.

It fosters a more complete burn of the fuel in the air-fuel mixture, and operates at a lower temperature than conventional port injection.

This allows the mixture to be leaner less fuel and more air , so less fuel is required to produce the equivalent horsepower of a conventional, port-injection fuel system.

Direct injection also delivers reduced emissions, particularly cold-start emissions, by about 25 percent. The higher compression ratio with direct injection is possible because of a cooling effect as the injected fuel vaporizes in the combustion chamber, which reduces the charge temperature to lessen the likelihood of spark knock.

The direct injection fuel injectors have been developed to withstand the greater heat and pressure inside the combustion chamber, and feature multiple outlets for best injection control.

The fuel system operates at pressure as high as 2, psi, compared to about 60 psi in conventional port-injected engines. The engine-mounted fuel pump is augmented by a conventional electrically operated supply pump in the fuel tank.

The fuel delivery system features a high-pressure stainless steel feed line and a pressure-regulated fuel rail without a conventional fuel return line from the engine to the tank.

Fuel pressure varies from about psi at idle to 2, psi at wide-open throttle. Rather than the linear operation of a conventional fixed-flow pump, the variable-flow system features a crankshaft-driven oil pump that matches the oil supply to the engine load.

This prevents using energy to pump oil that is not required for proper engine operation.

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