prodávám je, lidé si nesztežují, zpracování ucházejicí. zvuk je zbytečné komentovat na každém ute bude uplne jiný.. dobrá cena,. samozřejme výkon jako žádný jiný koncový díl nepřidají.. teda pokdu nemáš turbínu a nedeláš pruchozí výfuk..josee píše:máte někdo zkušenosti s výfuky Montii? kvalita, zvuk a tak...
Výfuky
Moderátoři: Fáboš, Bohuš, Kane13, Ritchma, Libor12, Tom_
Je mezi námi stále více lidí, kteří poskytují konzultace a vědí jak se co má udělat, ale stále méně tech kteří do udělat dokáží.
web : www.dicompracing.cz / www.jdmengines.cz
web : www.dicompracing.cz / www.jdmengines.cz
ja sem si koupil a neni na co si stezovat,mam ho na civicu a dela ohromnej randalIdaho píše:prodávám je, lidé si nesztežují, zpracování ucházejicí. zvuk je zbytečné komentovat na každém ute bude uplne jiný.. dobrá cena,. samozřejme výkon jako žádný jiný koncový díl nepřidají.. teda pokdu nemáš turbínu a nedeláš pruchozí výfuk..
ale ty nemáš monti, nebo ano???posero píše:ja sem si koupil a neni na co si stezovat,mam ho na civicu a dela ohromnej randalIdaho píše:prodávám je, lidé si nesztežují, zpracování ucházejicí. zvuk je zbytečné komentovat na každém ute bude uplne jiný.. dobrá cena,. samozřejme výkon jako žádný jiný koncový díl nepřidají.. teda pokdu nemáš turbínu a nedeláš pruchozí výfuk..
já měl monti na celice a s nandaným silencerem je to pohodový zvuk, který kolem 5,5-6tis rpm přejde do zvuku motorvé pily
Je mezi námi stále více lidí, kteří poskytují konzultace a vědí jak se co má udělat, ale stále méně tech kteří do udělat dokáží.
web : www.dicompracing.cz / www.jdmengines.cz
web : www.dicompracing.cz / www.jdmengines.cz
Re: Výfuky
hmmtak sem s esekl, mylsle jsme ze máš ten N1v style co máme na shopu..
Je mezi námi stále více lidí, kteří poskytují konzultace a vědí jak se co má udělat, ale stále méně tech kteří do udělat dokáží.
web : www.dicompracing.cz / www.jdmengines.cz
web : www.dicompracing.cz / www.jdmengines.cz
Re: Výfuky
nene potreboval sem neco akutne pac serie mi upadla a tohle bylo dotupnejsiIdaho píše:hmmtak sem s esekl, mylsle jsme ze máš ten N1v style co máme na shopu..
takze mam monti a sem spokojen
Zdravím.Mám takovej dotázek ohledně výfuku.Již od výroby nemám na autě katalizátor a místo středního dílu výfuku je jenom taková bublina.Něco jako rezonátor.Zvuk je ale nic moc a chci ho trochu ostřejší.Ale ne zase moc.Na laďáky co jsem na ně narazil v obchodech jsem se díval,ale jsou durch průchozí.Existují nějaký laďáky s přepážkou ať to tak moc neřve a je ten zvuk jakoby hrubej?Zatím jsem na nic takovýho nenarazil.Díky za odpovědi.
cus nemate nahodou nekdo nejakou zkusenost s vyfuka demon http://www.demon-kolin.cz/view.php?naze ... 2007020029
a s temahle svodama http://www.demon-kolin.cz/view.php?naze ... 2007060002
a s temahle svodama http://www.demon-kolin.cz/view.php?naze ... 2007060002
Malej dotaz. Po montaži plnopruchozího univerzálního vyfuku na vuz opel astra g 1.8. jinak kat a střeďák zůstaly origo. se mi zdálo že mi to nejede jako s tím originálem ale myslel jsem že tomu tak není a nechal jsem ho tam.
Dnes jsem ho sundal a vrátil originální vejfuk a zase se mi zdá že auto táhne pěkně odspoda.
Otázka teda zní je možný že mi pruchozí tlumič rapidně ubral krouťák a nebo je to jen vsugerovaný??
Dnes jsem ho sundal a vrátil originální vejfuk a zase se mi zdá že auto táhne pěkně odspoda.
Otázka teda zní je možný že mi pruchozí tlumič rapidně ubral krouťák a nebo je to jen vsugerovaný??
Opel ASTRA G X18XE1 v pilníku
- fonz
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jak sem mel novy - remus, tak se mi taky zdalo ze je mensi kroutak v nizsich otackachROUBIK píše:Malej dotaz. Po montaži plnopruchozího univerzálního vyfuku na vuz opel astra g 1.8. jinak kat a střeďák zůstaly origo. se mi zdálo že mi to nejede jako s tím originálem ale myslel jsem že tomu tak není a nechal jsem ho tam.
Dnes jsem ho sundal a vrátil originální vejfuk a zase se mi zdá že auto táhne pěkně odspoda.
Otázka teda zní je možný že mi pruchozí tlumič rapidně ubral krouťák a nebo je to jen vsugerovaný??
91' Escort RS2000 · 2.0 110kWFazeey píše:tunynk pyčo ne, nezáleží jak to jede, jak to sedí, ale na tom, jak to vypadá
92' Escort RS2000 · 2.0 110kW
93' e36 cabrio · 325í 141kW
https://www.facebook.com/n7aPower/
- fonz
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jo ale stoji vic http://www.nextuning.cz/shop/shp_ctlg.p ... SSAGE=4097ROUBIK píše:a dá se sehnat sportovní vyfuk přesně na typ motoru který neubere výkon a má nějakej zvouček?
91' Escort RS2000 · 2.0 110kWFazeey píše:tunynk pyčo ne, nezáleží jak to jede, jak to sedí, ale na tom, jak to vypadá
92' Escort RS2000 · 2.0 110kW
93' e36 cabrio · 325í 141kW
https://www.facebook.com/n7aPower/
Re: Výfuky
to je utopie
Je mezi námi stále více lidí, kteří poskytují konzultace a vědí jak se co má udělat, ale stále méně tech kteří do udělat dokáží.
web : www.dicompracing.cz / www.jdmengines.cz
web : www.dicompracing.cz / www.jdmengines.cz
DEMON Kolin?Maki píše:cus nemate nahodou nekdo nejakou zkusenost s vyfuka demon http://www.demon-kolin.cz/view.php?naze ... 2007020029
a s temahle svodama http://www.demon-kolin.cz/view.php?naze ... 2007060002
Videl jsem jejich zakazkovej vyfuk a vypadalo to jak lego, o karosarskych pracich se radsi zminovat nebudu...od nich bych si nekoupil ani vonavej stromek.
tu je toho vic : http://forum.honda-club.cz/viewtopic.ph ... on&start=0
EDIT: nasel jsem lego http://www.demon-kolin.cz/grafika/gal4.h4.jpg
Jinak k te astre...nejspis ten uni vyfuk mel jiny prumer, coz nejspis ovlivnilo funkci optimalizovaneho tovarniho vyfuku.
2.0 Integra Type-R DC2 powered @ http://www.breker.cz - EBC brakes, Buddy Club, Hard Race, Blox, Energy Susp., Megan Racing, Hawk,...
http://www.bc-racing.cz - sportovní a závodní podvozky
http://www.bc-racing.cz - sportovní a závodní podvozky
- fonz
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super vyfukinfinity píše: EDIT: nasel jsem lego http://www.demon-kolin.cz/grafika/gal4.h4.jpg
91' Escort RS2000 · 2.0 110kWFazeey píše:tunynk pyčo ne, nezáleží jak to jede, jak to sedí, ale na tom, jak to vypadá
92' Escort RS2000 · 2.0 110kW
93' e36 cabrio · 325í 141kW
https://www.facebook.com/n7aPower/
Re: Výfuky
jojo měl jinej průměr a to o dost větší.
a k tomu legu: hnus velebnosti to ti líp posvářej topenáři než oni.
a k tomu legu: hnus velebnosti to ti líp posvářej topenáři než oni.
Opel ASTRA G X18XE1 v pilníku
- Fiesta
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si dělájí prdel ne??? Toto je možný prezentovat????fonz píše:super vyfukinfinity píše: EDIT: nasel jsem lego http://www.demon-kolin.cz/grafika/gal4.h4.jpg
VW PASSAT B5
- honza 2.0 16v
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jak vidíš tak jo.. viděl jsem před rokem na stánku v milovicích a teda lepší svar předvedu i já...Fiesta píše:si dělájí prdel ne??? Toto je možný prezentovat????fonz píše:super vyfukinfinity píše: EDIT: nasel jsem lego http://www.demon-kolin.cz/grafika/gal4.h4.jpg
Re: Výfuky
kdyby svár ale to neznaj kolena ??
Je mezi námi stále více lidí, kteří poskytují konzultace a vědí jak se co má udělat, ale stále méně tech kteří do udělat dokáží.
web : www.dicompracing.cz / www.jdmengines.cz
web : www.dicompracing.cz / www.jdmengines.cz
Re: Výfuky
No obecne u trubek v aute (sani/vyfuk) plati, ze vetsi prumery zvysuji/ovlivnuji/upravuji/ vykon v horni hranici otacek a nizsi prumery zase ve strednich a spodnich.ROUBIK píše:jojo měl jinej průměr a to o dost větší.
a k tomu legu: hnus velebnosti to ti líp posvářej topenáři než oni.
Jo a to lego meli na strankach jako svoji referenci nj.....tunyng
2.0 Integra Type-R DC2 powered @ http://www.breker.cz - EBC brakes, Buddy Club, Hard Race, Blox, Energy Susp., Megan Racing, Hawk,...
http://www.bc-racing.cz - sportovní a závodní podvozky
http://www.bc-racing.cz - sportovní a závodní podvozky
Re: Výfuky
Ahoj - mam navic jeden novej, nepoužitej sport katalizator - průmer trubek 60mm určeno pro motory 2000-3000 cm (nebo výkonou 1600 a víš). Původní cena byla 4800,- Kč nyní za 2500,- Kč včetně původní faktury ma 4800,- Tak kdyby byl zájem, mejlujte. Díky ND.
Barchetta se celá předělává, tak se máte v sezone 2008 na co těšit
Kdby si chtel nekdo pocist
The following excerpts are from Jay Kavanaugh, a turbosystems engineer at Garrett.
FWIW I'm an turbocharger development engineer for Garrett Engine Boosting Systems.
N/A cars: As most of you know, the design of turbo exhaust systems runs counter to exhaust design for n/a vehicles. N/A cars utilize exhaust velocity (not backpressure) in the collector to aid in scavenging other cylinders during the blowdown process. It just so happens that to get the appropriate velocity, you have to squeeze down the diameter of the discharge of the collector (aka the exhaust), which also induces backpressure. The backpressure is an undesirable byproduct of the desire to have a certain degree of exhaust velocity. Go too big, and you lose velocity and its associated beneficial scavenging effect. Too small and the backpressure skyrockets, more than offsetting any gain made by scavenging. There is a happy medium here.
For turbo cars, you throw all that out the window. You want the exhaust velocity to be high upstream of the turbine (i.e. in the header). You'll notice that primaries of turbo headers are smaller diameter than those of an n/a car of two-thirds the horsepower. The idea is to get the exhaust velocity up quickly, to get the turbo spooling as early as possible. Here, getting the boost up early is a much more effective way to torque than playing with tuned primary lengths and scavenging. The scavenging effects are small compared to what you'd get if you just got boost sooner instead. You have a turbo; you want boost. Just don't go so small on the header's primary diameter that you choke off the high end.
Downstream of the turbine (aka the turboback exhaust), you want the least backpressure possible. No ifs, ands, or buts. Stick a Hoover on the tailpipe if you can. The general rule of "larger is better" (to the point of diminishing returns) of turboback exhausts is valid. Here, the idea is to minimize the pressure downstream of the turbine in order to make the most effective use of the pressure that is being generated upstream of the turbine. Remember, a turbine operates via a pressure ratio. For a given turbine inlet pressure, you will get the highest pressure ratio across the turbine when you have the lowest possible discharge pressure. This means the turbine is able to do the most amount of work possible (i.e. drive the compressor and make boost) with the available inlet pressure.
Again, less pressure downstream of the turbine is goodness. This approach minimizes the time-to-boost (maximizes boost response) and will improve engine VE throughout the rev range.
As for 2.5" vs. 3.0", the "best" turboback exhaust depends on the amount of flow, or horsepower. At 250 hp, 2.5" is fine. Going to 3" at this power level won't get you much, if anything, other than a louder exhaust note. 300 hp and you're definitely suboptimal with 2.5". For 400-450 hp, even 3" is on the small side.”
"As for the geometry of the exhaust at the turbine discharge, the most optimal configuration would be a gradual increase in diameter from the turbine's exducer to the desired exhaust diameter-- via a straight conical diffuser of 7-12° included angle (to minimize flow separation and skin friction losses) mounted right at the turbine discharge. Many turbochargers found in diesels have this diffuser section cast right into the turbine housing. A hyperbolic increase in diameter (like a trumpet snorkus) is theoretically ideal but I've never seen one in use (and doubt it would be measurably superior to a straight diffuser). The wastegate flow would be via a completely divorced (separated from the main turbine discharge flow) dumptube. Due the realities of packaging, cost, and emissions compliance this config is rarely possible on street cars. You will, however, see this type of layout on dedicated race vehicles.
A large "bellmouth" config which combines the turbine discharge and wastegate flow (without a divider between the two) is certainly better than the compromised stock routing, but not as effective as the above.
If an integrated exhaust (non-divorced wastegate flow) is required, keep the wastegate flow separate from the main turbine discharge flow for ~12-18" before reintroducing it. This will minimize the impact on turbine efficiency-- the introduction of the wastegate flow disrupts the flow field of the main turbine discharge flow.
Necking the exhaust down to a suboptimal diameter is never a good idea, but if it is necessary, doing it further downstream is better than doing it close to the turbine discharge since it will minimize the exhaust's contribution to backpressure. Better yet: don't neck down the exhaust at all.
Also, the temperature of the exhaust coming out of a cat is higher than the inlet temperature, due to the exothermic oxidation of unburned hydrocarbons in the cat. So the total heat loss (and density increase) of the gases as it travels down the exhaust is not as prominent as it seems.
Another thing to keep in mind is that cylinder scavenging takes place where the flows from separate cylinders merge (i.e. in the collector). There is no such thing as cylinder scavenging downstream of the turbine, and hence, no reason to desire high exhaust velocity here. You will only introduce unwanted backpressure.
Other things you can do (in addition to choosing an appropriate diameter) to minimize exhaust backpressure in a turboback exhaust are: avoid crush-bent tubes (use mandrel bends); avoid tight-radius turns (keep it as straight as possible); avoid step changes in diameter; avoid "cheated" radii (cuts that are non-perpendicular); use a high flow cat; use a straight-thru perforated core muffler... etc.”
"Comparing the two bellmouth designs, I've never seen either one so I can only speculate. But based on your description, and assuming neither of them have a divider wall/tongue between the turbine discharge and wg dump, I'd venture that you'd be hard pressed to measure a difference between the two. The more gradual taper intuitively appears more desirable, but it's likely that it's beyond the point of diminishing returns. Either one sounds like it will improve the wastegate's discharge coefficient over the stock config, which will constitute the single biggest difference. This will allow more control over boost creep. Neither is as optimal as the divorced wastegate flow arrangement, however.
There's more to it, though-- if a larger bellmouth is excessively large right at the turbine discharge (a large step diameter increase), there will be an unrecoverable dump loss that will contribute to backpressure. This is why a gradual increase in diameter, like the conical diffuser mentioned earlier, is desirable at the turbine discharge.
As for primary lengths on turbo headers, it is advantageous to use equal-length primaries to time the arrival of the pulses at the turbine equally and to keep cylinder reversion balanced across all cylinders. This will improve boost response and the engine's VE. Equal-length is often difficult to achieve due to tight packaging, fabrication difficulty, and the desire to have runners of the shortest possible length.”
"Here's a worked example (simplified) of how larger exhausts help turbo cars:
Say you have a turbo operating at a turbine pressure ratio (aka expansion ratio) of 1.8:1. You have a small turboback exhaust that contributes, say, 10 psig backpressure at the turbine discharge at redline. The total backpressure seen by the engine (upstream of the turbine) in this case is:
(14.5 +10)*1.8 = 44.1 psia = 29.6 psig total backpressure
So here, the turbine contributed 19.6 psig of backpressure to the total.
Now you slap on a proper low-backpressure, big turboback exhaust. Same turbo, same boost, etc. You measure 3 psig backpressure at the turbine discharge. In this case the engine sees just 17 psig total backpressure! And the turbine's contribution to the total backpressure is reduced to 14 psig (note: this is 5.6 psig lower than its contribution in the "small turboback" case).
So in the end, the engine saw a reduction in backpressure of 12.6 psig when you swapped turbobacks in this example. This reduction in backpressure is where all the engine's VE gains come from.
This is why larger exhausts make such big gains on nearly all stock turbo cars-- the turbine compounds the downstream backpressure via its expansion ratio. This is also why bigger turbos make more power at a given boost level-- they improve engine VE by operating at lower turbine expansion ratios for a given boost level.
As you can see, the backpressure penalty of running a too-small exhaust (like 2.5" for 350 hp) will vary depending on the match. At a given power level, a smaller turbo will generally be operating at a higher turbine pressure ratio and so will actually make the engine more sensitive to the backpressure downstream of the turbine than a larger turbine/turbo would. As for output temperatures, I'm not sure I understand the question. Are you referring to compressor outlet temperatures?
The following excerpts are from Jay Kavanaugh, a turbosystems engineer at Garrett.
FWIW I'm an turbocharger development engineer for Garrett Engine Boosting Systems.
N/A cars: As most of you know, the design of turbo exhaust systems runs counter to exhaust design for n/a vehicles. N/A cars utilize exhaust velocity (not backpressure) in the collector to aid in scavenging other cylinders during the blowdown process. It just so happens that to get the appropriate velocity, you have to squeeze down the diameter of the discharge of the collector (aka the exhaust), which also induces backpressure. The backpressure is an undesirable byproduct of the desire to have a certain degree of exhaust velocity. Go too big, and you lose velocity and its associated beneficial scavenging effect. Too small and the backpressure skyrockets, more than offsetting any gain made by scavenging. There is a happy medium here.
For turbo cars, you throw all that out the window. You want the exhaust velocity to be high upstream of the turbine (i.e. in the header). You'll notice that primaries of turbo headers are smaller diameter than those of an n/a car of two-thirds the horsepower. The idea is to get the exhaust velocity up quickly, to get the turbo spooling as early as possible. Here, getting the boost up early is a much more effective way to torque than playing with tuned primary lengths and scavenging. The scavenging effects are small compared to what you'd get if you just got boost sooner instead. You have a turbo; you want boost. Just don't go so small on the header's primary diameter that you choke off the high end.
Downstream of the turbine (aka the turboback exhaust), you want the least backpressure possible. No ifs, ands, or buts. Stick a Hoover on the tailpipe if you can. The general rule of "larger is better" (to the point of diminishing returns) of turboback exhausts is valid. Here, the idea is to minimize the pressure downstream of the turbine in order to make the most effective use of the pressure that is being generated upstream of the turbine. Remember, a turbine operates via a pressure ratio. For a given turbine inlet pressure, you will get the highest pressure ratio across the turbine when you have the lowest possible discharge pressure. This means the turbine is able to do the most amount of work possible (i.e. drive the compressor and make boost) with the available inlet pressure.
Again, less pressure downstream of the turbine is goodness. This approach minimizes the time-to-boost (maximizes boost response) and will improve engine VE throughout the rev range.
As for 2.5" vs. 3.0", the "best" turboback exhaust depends on the amount of flow, or horsepower. At 250 hp, 2.5" is fine. Going to 3" at this power level won't get you much, if anything, other than a louder exhaust note. 300 hp and you're definitely suboptimal with 2.5". For 400-450 hp, even 3" is on the small side.”
"As for the geometry of the exhaust at the turbine discharge, the most optimal configuration would be a gradual increase in diameter from the turbine's exducer to the desired exhaust diameter-- via a straight conical diffuser of 7-12° included angle (to minimize flow separation and skin friction losses) mounted right at the turbine discharge. Many turbochargers found in diesels have this diffuser section cast right into the turbine housing. A hyperbolic increase in diameter (like a trumpet snorkus) is theoretically ideal but I've never seen one in use (and doubt it would be measurably superior to a straight diffuser). The wastegate flow would be via a completely divorced (separated from the main turbine discharge flow) dumptube. Due the realities of packaging, cost, and emissions compliance this config is rarely possible on street cars. You will, however, see this type of layout on dedicated race vehicles.
A large "bellmouth" config which combines the turbine discharge and wastegate flow (without a divider between the two) is certainly better than the compromised stock routing, but not as effective as the above.
If an integrated exhaust (non-divorced wastegate flow) is required, keep the wastegate flow separate from the main turbine discharge flow for ~12-18" before reintroducing it. This will minimize the impact on turbine efficiency-- the introduction of the wastegate flow disrupts the flow field of the main turbine discharge flow.
Necking the exhaust down to a suboptimal diameter is never a good idea, but if it is necessary, doing it further downstream is better than doing it close to the turbine discharge since it will minimize the exhaust's contribution to backpressure. Better yet: don't neck down the exhaust at all.
Also, the temperature of the exhaust coming out of a cat is higher than the inlet temperature, due to the exothermic oxidation of unburned hydrocarbons in the cat. So the total heat loss (and density increase) of the gases as it travels down the exhaust is not as prominent as it seems.
Another thing to keep in mind is that cylinder scavenging takes place where the flows from separate cylinders merge (i.e. in the collector). There is no such thing as cylinder scavenging downstream of the turbine, and hence, no reason to desire high exhaust velocity here. You will only introduce unwanted backpressure.
Other things you can do (in addition to choosing an appropriate diameter) to minimize exhaust backpressure in a turboback exhaust are: avoid crush-bent tubes (use mandrel bends); avoid tight-radius turns (keep it as straight as possible); avoid step changes in diameter; avoid "cheated" radii (cuts that are non-perpendicular); use a high flow cat; use a straight-thru perforated core muffler... etc.”
"Comparing the two bellmouth designs, I've never seen either one so I can only speculate. But based on your description, and assuming neither of them have a divider wall/tongue between the turbine discharge and wg dump, I'd venture that you'd be hard pressed to measure a difference between the two. The more gradual taper intuitively appears more desirable, but it's likely that it's beyond the point of diminishing returns. Either one sounds like it will improve the wastegate's discharge coefficient over the stock config, which will constitute the single biggest difference. This will allow more control over boost creep. Neither is as optimal as the divorced wastegate flow arrangement, however.
There's more to it, though-- if a larger bellmouth is excessively large right at the turbine discharge (a large step diameter increase), there will be an unrecoverable dump loss that will contribute to backpressure. This is why a gradual increase in diameter, like the conical diffuser mentioned earlier, is desirable at the turbine discharge.
As for primary lengths on turbo headers, it is advantageous to use equal-length primaries to time the arrival of the pulses at the turbine equally and to keep cylinder reversion balanced across all cylinders. This will improve boost response and the engine's VE. Equal-length is often difficult to achieve due to tight packaging, fabrication difficulty, and the desire to have runners of the shortest possible length.”
"Here's a worked example (simplified) of how larger exhausts help turbo cars:
Say you have a turbo operating at a turbine pressure ratio (aka expansion ratio) of 1.8:1. You have a small turboback exhaust that contributes, say, 10 psig backpressure at the turbine discharge at redline. The total backpressure seen by the engine (upstream of the turbine) in this case is:
(14.5 +10)*1.8 = 44.1 psia = 29.6 psig total backpressure
So here, the turbine contributed 19.6 psig of backpressure to the total.
Now you slap on a proper low-backpressure, big turboback exhaust. Same turbo, same boost, etc. You measure 3 psig backpressure at the turbine discharge. In this case the engine sees just 17 psig total backpressure! And the turbine's contribution to the total backpressure is reduced to 14 psig (note: this is 5.6 psig lower than its contribution in the "small turboback" case).
So in the end, the engine saw a reduction in backpressure of 12.6 psig when you swapped turbobacks in this example. This reduction in backpressure is where all the engine's VE gains come from.
This is why larger exhausts make such big gains on nearly all stock turbo cars-- the turbine compounds the downstream backpressure via its expansion ratio. This is also why bigger turbos make more power at a given boost level-- they improve engine VE by operating at lower turbine expansion ratios for a given boost level.
As you can see, the backpressure penalty of running a too-small exhaust (like 2.5" for 350 hp) will vary depending on the match. At a given power level, a smaller turbo will generally be operating at a higher turbine pressure ratio and so will actually make the engine more sensitive to the backpressure downstream of the turbine than a larger turbine/turbo would. As for output temperatures, I'm not sure I understand the question. Are you referring to compressor outlet temperatures?
wheelseller... http://picasaweb.google.com/LukaashCR/Wheels
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mam predcasne vanoce :-D
soieta udelala zimni akci
20% sleva...
<a href="http://www.soieta-tech.cz/">http://www. ... ech.cz/</a>
uz pisu mail
20% sleva...
<a href="http://www.soieta-tech.cz/">http://www. ... ech.cz/</a>
uz pisu mail
Re: Výfuky
nemate nekdo zkusenost se svodama raceland.
Re: Výfuky
Tak právě mám u pana Kramáře svoje coupátko, kde mi dělá komplet potrubí a ve čtvrtek si proto jdu, tak se těsímBřéťa píše:Nema nekdo kontakt na nekoho sikovnyho z okoli prahy, kterej by mi svaril nerez potrubí od svodu k poslednimu tlumici? Material mam pripravenej. Dostal jsem konatakt na nejakeho p. Kramare z MB ale nebere tel...
Jinak tohodle člověka můžu jen doporučit, odvádí výbornou práci a má skvělý přístup Jen toho má docela hodně, takže objednávka 2 měsíce předem nejni vyjímka...
http://sweb.cz/rene.kramar/Kitcar.htm
Audi Coupe quattro 20v