Sonique

föleg hogy csak 1,8 as a kocsid még kevesebb a kipugaz .. ami dolgozik

a lényeg az a/r .48 as sokkal jobbanfog reagálni a gázadásra de a csucs teljesitmény kevesebb .. mig a .63as kicsitt lomhább de itt megasabb az elérhetö teljesitmény .... itt van ugyan ez a leirás a garrett oldalárol páldával ismertetve A/R (Area/Radius) describes a geometric characteristic of all compressor and turbine housings. Technically, it is defined as: the inlet (or, for compressor housings, the discharge) cross-sectional area divided by the radius from the turbo centerline to the centroid of that area (see Figure 2.). Figure 2. Illustration of compressor housing showing A/R characteristic The A/R parameter has different effects on the compressor and turbine performance, as outlined below. Compressor A/R - Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications. However, as this influence of A/R on compressor performance is minor, there are not A/R options available for compressor housings. Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power. Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds. When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic. Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different turbine housing A/R, it is often possible to determine the intended use of the system. Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical: 1. Engine #1 has turbine housing with an A/R of 0.63 2. Engine #2 has a turbine housing with an A/R of 1.06. What can we infer about the intended use and the turbocharger matching for each engine? Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power. Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.

A/R Explanation A/R is the rated volumetric efficiency of a turbos 2 sections, so to speak. Imagine if you have a garden hose spraying water out at a pinwheel with the hose open ended, the pinwheel spins okay. Put a nozzle on it an the pinwheel will spin like mad. There are issues with the nozzle on the end, you lose volume but gain pressure. With the nozzle off you gain volume, but lose pressure and you can't turn the pinwheel as much. Simply put, on small displacement engines a smaller A/R is better, on large displacement engine a larger A/R is better due to exhaust volume. A larger A/R will spool later and provide a higher power band, if your engine is capable of reaching the RPMS it should be used in. You can't cross compare different types of housings and wheels, but if you have a typical T3/TO4E 57 trim with a stage 3 exhaust wheel and a .48 A/R housing, it might have a powerband of 3000-7000, with the .63 it might be 4000-8000, and with a .82 A/R housing it might be 5000-9000. If you have headwork and cams that stop pulling at 8000 RPM's, it's smart to run the .63 A/R housing. If you have a fully ported head and huge cams that will make power till 9000, the .82 A/R housing would be a better choice.

na akkor végre ez is kiderült igen a GTK széria az egy igencsak felsöketegoria már a turbonetics ek közül is ... viszont itt nincs tul nagy tehetetlensége a turbonak ahogy meg pöccinted a gazpedalt máris 1,5.... bar :D :D ;) :D :P :D na jo nem de .. a lényeg ez ... szerintem a sima golyos is elég neked .... ha kell golyos :D viszont szerintem mág a sima t3/t40b is klasszisokkal jobb mint egy széria gt28.. a pénz részét már neked kell eldönteni ... de legalabb ott kint mindennap evvel foglalkoznak igy szart nem tudsz venni yahh és a turbonetics 1év gari de olyan ha nem te voltal a hülye ... akkor akarmilyen indokkal egyböl cserélik

15w és jo bele ! Hidd el ! 20w nem akartam haszmalni! De a meta nekem nem egy olyan olaj amit bele nem mernek rakni a kocsimba! Yah és ha az evo k ban is motul 15w50 hasznalnak akkor jo a gsi be is !

kell egy z20let talpat csinaltatni .. cnc vel gondolom nem gond .. ehez kipu tömités jo szokott lenni mintának mivel más a te kipu turkod alakja és a sr20det -é ezért a kész kipu talpat a sr20det felöli oldalon anyagvastagság feléig bele kell marni az sr20det leömlö alakjat igy teljesen passzolni fog ... ha t25 ös talpal veszel turbot már csak a külsö wastegate et kell megoldani ha nem akkor már a t25 ös talpat is le kell cserélni de ez 1xrü ekkor annyi könnyebbség van hogy ilyenkor ugy allitodbe a turbot ahogy akarod és tudsz jatszani hogy fog elférni ... nekem van egy heggesztö ismerösöm aki igencsak megbizhato ... és szép melot végez .. de még mindig nem tökéletes mert a csövet ö sem tölti fel gazzal ..

mi baj Lanti koma ? :D

oszibá találtam magának Turbonetics böl 2876 nak megfelelöt Turbonetics - 11023 TO4E-50 / F1-54 stage2 .63 A/R 350-450 le ig .... az stage 2 meg az F1-54 ugyanaz ez meg a 2876

én arrol az oldalrol ahonnan linkeltem és van ilyen olaj ... a magyar forgalmazot is felhivtam ... de itt nem forgalmazzak ... csak versenysportban hasznaljak kint is ...

én arrol az oldalrol ahonnan linkeltem és van ilyen olaj ... a magyar forgalmazot is felhivtam ... de itt nem forgalmazzak ... csak versenysportban hasznaljak kint is ...

talátam 150$ ért is sztem ez jo lehet http://a763.g.akamai.net/7/763/1644/1/app....xtra/2/size/450 http://a763.g.akamai.net/7/763/1644/1/app....xtra/1/size/450

na oszibá PL Product Info: Item Title NISSAN SILVIA SR20DET S14 S15 Exhaust Manifold Application NISSAN SR20DET PS13, S14, S15 Silvia TYPE 4-2 Material Stainless SUS304 / 2mm thickness Pipe Diameter 42.7mm Product Situation Brand New Net Weight 3.3 kg (genuine cast 6.8kg) Warranty One year / 20,000 km de ez 300$!!!!!!!!!!!!!!!!!!!!! viszon ugy is néz ki

én ilyet azt nem linkeltem ... én pro s 10w50 et linkeltem és a fényképen sincs ilyen ha még ez sem tünt fel akkor optikus kell hozza és még egy auto is van a fényképen meg olyan hogy turbos hoz motorbol meg nem tul sok van inkabb egyenlö a zeroval

melyiket?

gyere.. vagy kirakom a buszmegálloba azt csak elviszi haza gyujtosnak valaki :D

jo jöttééé

én egyébként ezt hasznalom anti is és voszi is ... http://www.opieoils.co.uk/p-1145-silkolene...ce-engines.aspx

Motul 6100 SYNERGIE+ 10W-40 4 l 8e ft ... és full synt olaj vagy liqui_moly SYNTHOIL RACE TECH GT1 SAE 10W-60 1l 3400ft a castrol bol meg neked böven elég az Edge Sport 10W-60 ez most 13e ft 4l az edge a drágább az a TWS utodja amit ne vagyél az valvoline

és ugyem gyart semmi jot .. gsi már nincs opc meg jo szar ... és még egy jo 4*4 es astra opc t sem tudtak csinalni

F28 at csak svájcba! Az egész vilagrol ide hordjak! Itthon csak kokányolás megy alkatreszt nem lehet kapni valami golf vr6 szinkront szokott (tak) belerakni a Lantos de az nem 100as ! 1000euro egy felujitas

hát a spricni nem ott van nem is latnad az nem az olajvisszafolyo hanem oda kell a keretet csavarozni és mellete lenne 2 lik az lenne az olajzo ... ez egy leh blokk

na irt vissza a fazon vagy sem ?

Voszi http://www.chiptuners.org/?p=11 olvasd el ://http://www.chiptuners.org/?p=11 ... olvasd el Exhaust gas temperature or the short : EGT. In tuning turbocharged engines this is and should be a major concern regarding longevity of your engine and turbo. By altering injection times, the start of injection, the injected amount and the turbo pressure you will in effect alter the temperature of the exhaust gasses that flow through the turbocharger. As with all things metal and mechanical heat and friction are potential killers, so we must try to keep the exhaust gas temperature within the safe limits for the turbocharger. A very good way to measure this is by using an EGT gauge or EGT meter. This probe can be installed in the exhaust manifold or right behind the turbo in the downpipe elbow. When installed before the turbo we measure turbo inlet temperature ( TIT ) , when installed behind the turbo we measure turbo outlet temperature ( TOT ).Measuring TIT or TOT is a matter of preference, some people don’t want probes right before their turbo as it might break off and get ground up by the turbo who then self-destructs in the process. The most accurate measurement however is in the exhaust manifold. So, usually when talking about EGT people talk about TIT, for TOT add about 100-150 °C as the gasses leave the turbine cooler than they go in.

tudom megint én vagyok a hülye .. ez van de a is höfoton ott latszik a prekat csö csatlakozas utáni szine ami már nem ugyan olyan mint a turbo elött ... de ha nem hiszed ... vegyél még 1 érzékelöt 1et elé 1 utána és kész ... biztos lessz vagy 100 fok külömbség ...

na ezt nem értem ... a blokk hogy lenne rövidebb a hengerek sem kerültek közelebb max a kipufog torkok nem ugyan olyan helyen helyeszkednek el ... mivel z20 és tarsai blokkra rarakjak a xe/let HF et igy a blokk ugyan olyan nekem is cirka azta 2cm et kellett megoldanom ... ami nekem sikerült nem tul vészes ... de nem tépem a szam mind1 .... ahogy érzed