Posts Tagged ‘Turbocharger’
June 18th, 2011 | 
Author: 
MJ Marks asked:
Turbo kits are turbochargers that can be purchased in kit form for installation in your vehicle. These are pretty cool! A turbocharger is a performance part that will boost the power of an engine by a whopping 40-45%. It’s true that some cars ship with a turbo already installed as part of the stock package, but most don’t. This means if you want to get the power and efficiency that one of these bad boys will give you, then you need to find a kit that you can install yourself. Of course, you could always buy one and have someone else put it in your car or truck for you. Regardless of who puts it in, it’s nice to know that you at least have the option.
Let’s talk about some of the different parts that you can expect most turbo kits to include, and some of the details about those parts. This is not an all-inclusive list and there are obvious differences between manufacturers.
First of all is the turbocharger itself. This is the central brain of the whole thing. It’s where the magic happens. Basically, these things work by compressing air from the gases that come out of the engine after the fuel and air combust. This air is then directed back into the engine, thus allowing more power to be created by the engine on subsequent combustion cycles. Obviously, different turbo kits are going to have different size chargers. This means, in broad terms anyway, that the larger the turbocharger, the more power is potentially generated. But don’t think that larger is always necessarily better. The large turbochargers do take more time to spool up and, therefore, take a bit longer to max out. This means that you shouldn’t expect full power to be had until after a bit of lag that is often experienced during throttle-up. Not a big thing for most, but certainly something to note.
Turbo kits almost always include an exhaust manifold. This is a part that directs expelled gas away from the engine after it combusts. Since exhaust has to be routed alternatively from the normal route (through the exhaust pipes), it has to go out an exhaust manifold designed with this purpose in mind. Turbochargers use the exhaust for power so this only makes sense. Right? Right.
Another thing that turbo kits often include is what’s referred to as a wastegate and blow-off valve, respectively. These serve to regulate pressure. The wastegate makes sure that the pressure in the exhaust manifold going up to the turbocharger isn’t too high, and the blow-off valve makes sure that the pressurized air that leaves the turbocharger isn’t too high when it goes back into the engine. Pretty straight forward stuff.
Turbochargers need an oil to keep things lubed up and moving properly. Excessive heat equals bad. So, turbo kits usually have an oil supply and appropriate return lines to help keep things cool.
Finally, better turbo kits will include an intercooler. Again, heat is the enemy. An intercooler works to keep the compressed (and heated) air as cool and dense as possible so that power can be maximized.
Turbo kits open up a whole new world for people interested in performance parts. They boost the power to your vehicle by compressing air. If a little attention is paid to what is included in aftermarket kits then a high degree of satisfaction can be expected. Vroom, vroom!
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Turbo kits are turbochargers that can be purchased in kit form for installation in your vehicle. These are pretty cool! A turbocharger is a performance part that will boost the power of an engine by a whopping 40-45%. It’s true that some cars ship with a turbo already installed as part of the stock package, but most don’t. This means if you want to get the power and efficiency that one of these bad boys will give you, then you need to find a kit that you can install yourself. Of course, you could always buy one and have someone else put it in your car or truck for you. Regardless of who puts it in, it’s nice to know that you at least have the option.
Let’s talk about some of the different parts that you can expect most turbo kits to include, and some of the details about those parts. This is not an all-inclusive list and there are obvious differences between manufacturers.
First of all is the turbocharger itself. This is the central brain of the whole thing. It’s where the magic happens. Basically, these things work by compressing air from the gases that come out of the engine after the fuel and air combust. This air is then directed back into the engine, thus allowing more power to be created by the engine on subsequent combustion cycles. Obviously, different turbo kits are going to have different size chargers. This means, in broad terms anyway, that the larger the turbocharger, the more power is potentially generated. But don’t think that larger is always necessarily better. The large turbochargers do take more time to spool up and, therefore, take a bit longer to max out. This means that you shouldn’t expect full power to be had until after a bit of lag that is often experienced during throttle-up. Not a big thing for most, but certainly something to note.
Turbo kits almost always include an exhaust manifold. This is a part that directs expelled gas away from the engine after it combusts. Since exhaust has to be routed alternatively from the normal route (through the exhaust pipes), it has to go out an exhaust manifold designed with this purpose in mind. Turbochargers use the exhaust for power so this only makes sense. Right? Right.
Another thing that turbo kits often include is what’s referred to as a wastegate and blow-off valve, respectively. These serve to regulate pressure. The wastegate makes sure that the pressure in the exhaust manifold going up to the turbocharger isn’t too high, and the blow-off valve makes sure that the pressurized air that leaves the turbocharger isn’t too high when it goes back into the engine. Pretty straight forward stuff.
Turbochargers need an oil to keep things lubed up and moving properly. Excessive heat equals bad. So, turbo kits usually have an oil supply and appropriate return lines to help keep things cool.
Finally, better turbo kits will include an intercooler. Again, heat is the enemy. An intercooler works to keep the compressed (and heated) air as cool and dense as possible so that power can be maximized.
Turbo kits open up a whole new world for people interested in performance parts. They boost the power to your vehicle by compressing air. If a little attention is paid to what is included in aftermarket kits then a high degree of satisfaction can be expected. Vroom, vroom!
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Posted in What Are Twin Turbo Kits? | 
Tags: Bad Boys, Brain, Cars, Chargers, Combustion, Exhaust Manifold, Gases, Magic, Performance Part, Power And Efficiency, Stock, Turbo Kits, Turbocharger, Turbochargers | 
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Leaftech asked:
A classic car revival has been sweeping the continent for the last decade, bringing new enthusiasm both for classic cars and the latest models of certain classics as companies roll them out. The Grand Prix from Pontiac is one of the few muscle cars that has enjoyed continuous production since it first came on the market in 1962. Today the Grand Prix is Pontiac’s largest car, with modern innovations in power drive and emissions making it cutting edge technology.
As with most muscle cars developed in the 60’s and right through the 90’s, though, the Grand Prix lacked an efficient system which would generate the power it needed in order to be truly impressive without costing an arm and a leg when it came to fuel. Not only the Grand Prix, but virtually every other model of muscle car suffered in popularity not due to a lack of enthusiasm over form or power, but simply due to practicality.
Today, it is possible to breathe new life into your classic Grand Prix by fitting it with an after market turbo charger or turbo charging kit. The intake pressure of standard cylinders is determined by the atmosphere, whereas a turbocharger puts more control into the hands of the vehicle owner. Turbo chargers work through forced induction; a compressor forces more air into the cylinder at the intake point. Because there more air, there is also capacity to burn more fuel, which will allow the car to achieve more power per compression.
Turbochargers are more efficient than other power boosts such as superchargers as they use the emissions of the engine to drive the turbine, rather than a belt that is connected to the engine. Belts necessarily take away some of the power from the engine overall; the use of the exhaust to drive the charger means that instead of taking power out of the equation, the mechanism is effectively recycling an already occurring by-product.
In order to truly breathe new life into that Grand Prix, you will need to make sure that the engine does not waste power due to back flow; thus the need of the entire turbo charger kit. Kits are designed to reduce backflow around turns in the exhaust system through waste gates and bends in the pipes. Too many bends mean a lot of different welds, increasing the chance of leaking exhaust gases and a resultant loss of power, but a kit which incorporates only one or two bends will mean less possibility of leakage.
If you’re looking for an efficient way to bring the power back in your Grand Prix, a turbo charger is a good way to go. You’ll be able to use more fuel in a cycle, and the fact that the charger uses the emissions to run means that there is no compromise in terms of power output.
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A classic car revival has been sweeping the continent for the last decade, bringing new enthusiasm both for classic cars and the latest models of certain classics as companies roll them out. The Grand Prix from Pontiac is one of the few muscle cars that has enjoyed continuous production since it first came on the market in 1962. Today the Grand Prix is Pontiac’s largest car, with modern innovations in power drive and emissions making it cutting edge technology.
As with most muscle cars developed in the 60’s and right through the 90’s, though, the Grand Prix lacked an efficient system which would generate the power it needed in order to be truly impressive without costing an arm and a leg when it came to fuel. Not only the Grand Prix, but virtually every other model of muscle car suffered in popularity not due to a lack of enthusiasm over form or power, but simply due to practicality.
Today, it is possible to breathe new life into your classic Grand Prix by fitting it with an after market turbo charger or turbo charging kit. The intake pressure of standard cylinders is determined by the atmosphere, whereas a turbocharger puts more control into the hands of the vehicle owner. Turbo chargers work through forced induction; a compressor forces more air into the cylinder at the intake point. Because there more air, there is also capacity to burn more fuel, which will allow the car to achieve more power per compression.
Turbochargers are more efficient than other power boosts such as superchargers as they use the emissions of the engine to drive the turbine, rather than a belt that is connected to the engine. Belts necessarily take away some of the power from the engine overall; the use of the exhaust to drive the charger means that instead of taking power out of the equation, the mechanism is effectively recycling an already occurring by-product.
In order to truly breathe new life into that Grand Prix, you will need to make sure that the engine does not waste power due to back flow; thus the need of the entire turbo charger kit. Kits are designed to reduce backflow around turns in the exhaust system through waste gates and bends in the pipes. Too many bends mean a lot of different welds, increasing the chance of leaking exhaust gases and a resultant loss of power, but a kit which incorporates only one or two bends will mean less possibility of leakage.
If you’re looking for an efficient way to bring the power back in your Grand Prix, a turbo charger is a good way to go. You’ll be able to use more fuel in a cycle, and the fact that the charger uses the emissions to run means that there is no compromise in terms of power output.
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Posted in Turbo Charger Basics With Rob Sabbadin | Fuel Injection |
Tags: 1962 Pontiac, Classic Cars, Continuous Production, Cutting Edge Technology, Efficient System, Emissions, Induction, Last Decade, Muscle Car, Muscle Cars, Practicality, Turbine, Turbo Charger, Turbocharger, Turbochargers |
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RJ Performance asked:
A turbocharger is defined as a fuel-driven turbine. Its main function is to compress the air which in turn increases the power and the engine torque. Air compressing and density increasing heed more amounts of air and more amounts of fuel within the engine. All of these things placed together equal to a more powerful, speedier turbine. Air density increase simply means that you harvest more oxygen per burn. The amount of energy that results will help drives the pistons that will move forth the air that has been compressed.
Many vehicles come equipped with twin turbo engines. A twin turbo engine setup means that the engine is running two turbo chargers to help deal with the compression. Below we will go into detail on how to decipher between the two types.
Twin Turbo:
Twin Turbo help to produce faster power utilizing 4-cylinders each for the spooling of the turbo charger. With this setup, it means there is a reduction in lag. Lower RPM’s are used to maximize boosts. Twin Turbo is great for street driving regularly. The setup of a Twin Turbo is more costly than installing a single turbo charger. V-type engines should use twin turbo chargers for maximum efficiency. Twin turbo provides smoother operation within the engine. Twin turbo does take up more space in the vehicle than a single. Purchasing two small turbo chargers are more cost efficient that the purchase of one larger one.
Single Turbo
When utilizing a single turbo, it will require all 8-cylinders to enable a boost build. A single turbo is great for drag racing where a very high amount of power is required. The setup of a single turbo is much simpler. You can acquire extra large setups that support more than 1500 horsepower. It has the ability to create some real power, but has a lag problem unlike the twin turbo. Some issues might happen during the setup but they are fixed simply and more cost efficient as well. It is compact and doesn’t require much space in the vehicle. It cools better. It is more cost efficient. It gives a higher boost at higher RPM’s. There is noticeable lagging. It is simpler to plumb since it is not required for cross plumbing the exhaust.
Keep In Mind!
Below 900 horsepower requirements can be dealt with fairly well with the use of a single turbo charger, however if you wish to create lag reduction, two small turbo chargers are what you should get. For the V-type engine layout, it is best to go with a twin turbo setup. For an Inline engine layout, it is best to go with a single turbo setup.
There are many vehicles that come factory made with a twin turbo system that you can convert to a single turbo charger. There are many who want to modify their single petrol turbo with that of a twin turbo system. This can depend greatly upon the type of car and type of engine that is being talked about. In many instances it will boil down to owner preference on how they wish it to be done.
For more information on Turbo Chargers or to receive help with your questions, please log onto http://www.rj-performance.com/.
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A turbocharger is defined as a fuel-driven turbine. Its main function is to compress the air which in turn increases the power and the engine torque. Air compressing and density increasing heed more amounts of air and more amounts of fuel within the engine. All of these things placed together equal to a more powerful, speedier turbine. Air density increase simply means that you harvest more oxygen per burn. The amount of energy that results will help drives the pistons that will move forth the air that has been compressed.
Many vehicles come equipped with twin turbo engines. A twin turbo engine setup means that the engine is running two turbo chargers to help deal with the compression. Below we will go into detail on how to decipher between the two types.
Twin Turbo:
Twin Turbo help to produce faster power utilizing 4-cylinders each for the spooling of the turbo charger. With this setup, it means there is a reduction in lag. Lower RPM’s are used to maximize boosts. Twin Turbo is great for street driving regularly. The setup of a Twin Turbo is more costly than installing a single turbo charger. V-type engines should use twin turbo chargers for maximum efficiency. Twin turbo provides smoother operation within the engine. Twin turbo does take up more space in the vehicle than a single. Purchasing two small turbo chargers are more cost efficient that the purchase of one larger one.
Single Turbo
When utilizing a single turbo, it will require all 8-cylinders to enable a boost build. A single turbo is great for drag racing where a very high amount of power is required. The setup of a single turbo is much simpler. You can acquire extra large setups that support more than 1500 horsepower. It has the ability to create some real power, but has a lag problem unlike the twin turbo. Some issues might happen during the setup but they are fixed simply and more cost efficient as well. It is compact and doesn’t require much space in the vehicle. It cools better. It is more cost efficient. It gives a higher boost at higher RPM’s. There is noticeable lagging. It is simpler to plumb since it is not required for cross plumbing the exhaust.
Keep In Mind!
Below 900 horsepower requirements can be dealt with fairly well with the use of a single turbo charger, however if you wish to create lag reduction, two small turbo chargers are what you should get. For the V-type engine layout, it is best to go with a twin turbo setup. For an Inline engine layout, it is best to go with a single turbo setup.
There are many vehicles that come factory made with a twin turbo system that you can convert to a single turbo charger. There are many who want to modify their single petrol turbo with that of a twin turbo system. This can depend greatly upon the type of car and type of engine that is being talked about. In many instances it will boil down to owner preference on how they wish it to be done.
For more information on Turbo Chargers or to receive help with your questions, please log onto http://www.rj-performance.com/.
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Posted in Uncategorized |
Tags: Air Density, Boosts, Driven Turbine, Engine Torque, Maximum Efficiency, Oxygen, Pistons, Rpm, Running, Torque, Turbo Chargers, Turbo Engine, Turbo Engines, Turbocharger, Type Engines |
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Jamie asked:
Might be a long shot but no harm in asking. Does anyone have a link to a good wallpaper of a turbocharger (car engine)?
Might be a long shot but no harm in asking. Does anyone have a link to a good wallpaper of a turbocharger (car engine)?
Really really want this but too small.
http://82.234.166.107/site-ford-rs/Page%20RS%20Cosworth/Dessin%20technique%20Sierra%20cosworth/GARRETT-TURBO.jpg
Tried photoshopping but as it expands, the quality goes down.
I want one like that where it shows the gasses.
Thanks in advance.
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Posted in Uncategorized |
Tags: Car Engine, Dessin Technique, Ford, Ford Rs, Garrett Turbo, Jpg, Sierra Cosworth, Thanks In Advance, Turbocharger, Wallpaper Car |
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MJ Marks asked:
The first gasoline powered car was invented by Karl Benz of Germany in 1885, and only 20 years later the first turbocharger was invented by Swiss engineer, Alfred Buchi. But unlike twin turbo kits of today, the first turbocharger was not intended for cars, but for large diesel engines on ships and airplanes. They were later used on diesel trucks, but it was not until the late 1970′s that the first turbocharger was successfully used on a car. Any guesses what that was? You are correct if you said a Mercedes Benz!
Since then turbo’s have been added to almost any type of car, many added later in the form of turbo and twin turbo kits. Many people think these types of kits are only for guys and gals who want souped up, high powered engines that make a lot of noise. But that is not necessarily true, there are advantages and disadvantages to these kits that anybody can consider.
Advantages
If you need increased power, then it is available for you to use. Depending upon the kit and other add-ons, you can see up to a 40% increase in power. This can be really helpful for passing someone, going up long, steep roads, or if you live in a mountainous area. Decrease in emissions. Twin turbo kits use the exhaust (wasted energy), to create new energy (compressed air) to power the turbo. Essentially it is a form of recycling. By using the exhaust, instead of just spewing it out, you are decreasing your carbon emissions, which is good for the environment. With decreased emissions, and recycling the exhaust, you should see an increase in your gas milage, and that is always a plus! It has been estimated that you can get up to 20% better fuel economy. So you are getting both increased power and increased fuel efficiency. Twin turbo kits, since they have two turbochargers, reduces the lag time that it takes the turbine to spool up and be ready to function properly. Basically, this means that you can get up to turbo speeds quicker than a regular turbo charger.
Disadvantages
They do not provide an immediate power boost when you step on the gas. It takes a moment for the boost to kick in, but as mentioned above, this amount of time is reduced with twin turbo kits. When the turbo engine does kick in, you may feel a lurch. If you have a fuel-injected engine, you may have to do other modifications to increase the fuel ratio to obtain the maximum benefit of the turbocharger. This may be necessary because sometimes in the fuel-injected engine, the system that controls the fuel to oxygen ration can malfunction and not provide enough fuel to the turbo engine. This does not always happen, but is good to be aware of as a first thing to check if you do not get the expected performance.
So, if you are thinking about turbo charging your car, consider the pros and cons when making you decision. But lets face it, if you have a four or six cylinder car, it would be really nice to power up hills and pass other cars, getting up to 1000hp out of your engine. Twin turbo kits could be the answer for you.
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The first gasoline powered car was invented by Karl Benz of Germany in 1885, and only 20 years later the first turbocharger was invented by Swiss engineer, Alfred Buchi. But unlike twin turbo kits of today, the first turbocharger was not intended for cars, but for large diesel engines on ships and airplanes. They were later used on diesel trucks, but it was not until the late 1970′s that the first turbocharger was successfully used on a car. Any guesses what that was? You are correct if you said a Mercedes Benz!
Since then turbo’s have been added to almost any type of car, many added later in the form of turbo and twin turbo kits. Many people think these types of kits are only for guys and gals who want souped up, high powered engines that make a lot of noise. But that is not necessarily true, there are advantages and disadvantages to these kits that anybody can consider.
Advantages
If you need increased power, then it is available for you to use. Depending upon the kit and other add-ons, you can see up to a 40% increase in power. This can be really helpful for passing someone, going up long, steep roads, or if you live in a mountainous area. Decrease in emissions. Twin turbo kits use the exhaust (wasted energy), to create new energy (compressed air) to power the turbo. Essentially it is a form of recycling. By using the exhaust, instead of just spewing it out, you are decreasing your carbon emissions, which is good for the environment. With decreased emissions, and recycling the exhaust, you should see an increase in your gas milage, and that is always a plus! It has been estimated that you can get up to 20% better fuel economy. So you are getting both increased power and increased fuel efficiency. Twin turbo kits, since they have two turbochargers, reduces the lag time that it takes the turbine to spool up and be ready to function properly. Basically, this means that you can get up to turbo speeds quicker than a regular turbo charger.
Disadvantages
They do not provide an immediate power boost when you step on the gas. It takes a moment for the boost to kick in, but as mentioned above, this amount of time is reduced with twin turbo kits. When the turbo engine does kick in, you may feel a lurch. If you have a fuel-injected engine, you may have to do other modifications to increase the fuel ratio to obtain the maximum benefit of the turbocharger. This may be necessary because sometimes in the fuel-injected engine, the system that controls the fuel to oxygen ration can malfunction and not provide enough fuel to the turbo engine. This does not always happen, but is good to be aware of as a first thing to check if you do not get the expected performance.
So, if you are thinking about turbo charging your car, consider the pros and cons when making you decision. But lets face it, if you have a four or six cylinder car, it would be really nice to power up hills and pass other cars, getting up to 1000hp out of your engine. Twin turbo kits could be the answer for you.
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Posted in What Are Twin Turbo Kits? |
Tags: Airplanes, Any Guesses, Carbon Emissions, Diesel Trucks, Fuel Economy, Fuel Efficiency, Gals, Large Diesel Engines, Mountainous Area, New Energy, Steep Roads, Swiss Engineer, Turbocharger, Turbochargers, Twin Turbo Kits |
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asked:
Many cars on the road these days are marketed as coming with TSI, TDI, or DSG features. However, for people who are unfamiliar with these terms, the process of choosing a car to drive can seem rather daunting. This article will describe the differences between cars marketed as TSI, TDI, and DSG.
First, TDI is shorthand for turbocharged direct injection; this is a way turbo diesel engines may be designed. The design includes both cylinder direct fuel injection and turbo charging. Direct injection refers to the process in an engine through which fuel is sprayed from a fuel injector into the combustion chambers of each cylinder in an engine. The fuel is atomized, and the process here may be contrasted with that in an older diesel engine, where indirect injection is used. Forced induction through a turbocharger can also be used by the engine so more air is then able to find its way to the cylinders of the engine.
Intercoolers are also frequently used in these engines to increase the density of compressed air that enters from the turbo; this is done by lowering the air temperature. As a result of the compressed air and the increases in fuel injection and combustion, greater engine efficiency and power outputs are possible in comparison to petrol engine counterparts. Similarly, emissions are decreased and torque is increased in comparison to petrol engines that are not turbo charged or directly injected.
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Second, TSI is shorthand for petrol engines that feature both twin charger and fuel stratified injection technology. The twin charger is composed of both a turbo charger and a super charger. The term TSI may also be used to describe engines that include fuel stratified injection and a turbocharger but not a supercharger; however, the more common use involves the combination of fuel stratified injection and the twin charger.
As you can see, differences between TDI engines and TSI engines start with the fact that TDI engines are powered by diesel while TSI engines are powered by petrol. Since petrol usually costs less than diesel per gallon, it will cost less to fill up a vehicle that uses a TSI engine than one that uses a TDI engine, presuming the same amount of fuel is added to both.
However, because diesel fuel carries more energy than petrol fuel and diesel engines are more efficient than petrol engines, in the long run, it will take less fuel to propel a TDI engine a particular distance than a similar sized TSI engine. Similarities between both engines include the fact that both make use of turbo chargers. Both also make use of direct injection of fuel, although it is known as direct cylinder injection in TDI engines and as fuel direct injection or fuel stratified injection.
Third, DSG is shorthand for the direct shift gearbox. The direct shift gearbox is a dual clutch multiple shaft manual gearbox that is controlled by the computer within the car’s engine; the design involves a transaxle but does not involve a conventional clutch pedal. As a result, full automatic and semi manual controls are included. To put things another way, a DSG essentially involves two independent manual gearboxes and clutches that are housed in a single housing and chained to work together as a single unit.
The design of two independent clutches allows for faster shifting times while eliminating the need for a torque converter that is present in a conventional automatic transmission design. The DSG differs from TDI and TSI in that it is a transmission design rather than an engine design, and it may be used in both TSI and TDI cars.
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Many cars on the road these days are marketed as coming with TSI, TDI, or DSG features. However, for people who are unfamiliar with these terms, the process of choosing a car to drive can seem rather daunting. This article will describe the differences between cars marketed as TSI, TDI, and DSG.
First, TDI is shorthand for turbocharged direct injection; this is a way turbo diesel engines may be designed. The design includes both cylinder direct fuel injection and turbo charging. Direct injection refers to the process in an engine through which fuel is sprayed from a fuel injector into the combustion chambers of each cylinder in an engine. The fuel is atomized, and the process here may be contrasted with that in an older diesel engine, where indirect injection is used. Forced induction through a turbocharger can also be used by the engine so more air is then able to find its way to the cylinders of the engine.
Intercoolers are also frequently used in these engines to increase the density of compressed air that enters from the turbo; this is done by lowering the air temperature. As a result of the compressed air and the increases in fuel injection and combustion, greater engine efficiency and power outputs are possible in comparison to petrol engine counterparts. Similarly, emissions are decreased and torque is increased in comparison to petrol engines that are not turbo charged or directly injected.
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Second, TSI is shorthand for petrol engines that feature both twin charger and fuel stratified injection technology. The twin charger is composed of both a turbo charger and a super charger. The term TSI may also be used to describe engines that include fuel stratified injection and a turbocharger but not a supercharger; however, the more common use involves the combination of fuel stratified injection and the twin charger.
As you can see, differences between TDI engines and TSI engines start with the fact that TDI engines are powered by diesel while TSI engines are powered by petrol. Since petrol usually costs less than diesel per gallon, it will cost less to fill up a vehicle that uses a TSI engine than one that uses a TDI engine, presuming the same amount of fuel is added to both.
However, because diesel fuel carries more energy than petrol fuel and diesel engines are more efficient than petrol engines, in the long run, it will take less fuel to propel a TDI engine a particular distance than a similar sized TSI engine. Similarities between both engines include the fact that both make use of turbo chargers. Both also make use of direct injection of fuel, although it is known as direct cylinder injection in TDI engines and as fuel direct injection or fuel stratified injection.
Third, DSG is shorthand for the direct shift gearbox. The direct shift gearbox is a dual clutch multiple shaft manual gearbox that is controlled by the computer within the car’s engine; the design involves a transaxle but does not involve a conventional clutch pedal. As a result, full automatic and semi manual controls are included. To put things another way, a DSG essentially involves two independent manual gearboxes and clutches that are housed in a single housing and chained to work together as a single unit.
The design of two independent clutches allows for faster shifting times while eliminating the need for a torque converter that is present in a conventional automatic transmission design. The DSG differs from TDI and TSI in that it is a transmission design rather than an engine design, and it may be used in both TSI and TDI cars.
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Tags: Cat Channel, Combustion Chambers, Combustion Engine, Diesel Engine, Dsg, Fuel Injection, Fuel Injector, Google, Many Cars, Power Outputs, Shorthand, Supercharger, Turbo Charger, Turbo Diesel Engines, Turbocharger |
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Pilot.P asked:
Piper Seneca V uses TSI0-360-RB engine .I was told it is a Garrett turbocharger. Can anyone tell me what model number is the turbo and specifications. Link will be appreciated.
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Piper Seneca V uses TSI0-360-RB engine .I was told it is a Garrett turbocharger. Can anyone tell me what model number is the turbo and specifications. Link will be appreciated.
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Posted in Uncategorized |
Tags: Garrett Turbocharger, Model Number, Piper Seneca, Rb Engine, Turbocharger |
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teddy8276 asked:
so ive been doing a lot of research on turbos for a long time. I want to turbo my DOHC 2.0L 4 cyl, manual 1996 Mitsubishi eclipse non turbo. i want a turbo charger thats good for 7-8 psi, and want to buy a used one, any recommendations for a decent turbo for these applications? ive looked at a lot of T3/T4 turbos but seam to either find really expensive turbonetics ones or really cheap Chinese knockoffs.
ive also been eyeing a Used Garrett/Airesearch TB0335 (T3 Series) Turbocharger with an internal wastegate set at 7 psi and some other specs are
Compressor Trim: 50
Compressor housing A/R: .42
Turbine Trim: 69
Turbine housing A/R: .48 and its $170 used
any suggestions or recommendations are appreciated thanks a lot
garrett turbo
so ive been doing a lot of research on turbos for a long time. I want to turbo my DOHC 2.0L 4 cyl, manual 1996 Mitsubishi eclipse non turbo. i want a turbo charger thats good for 7-8 psi, and want to buy a used one, any recommendations for a decent turbo for these applications? ive looked at a lot of T3/T4 turbos but seam to either find really expensive turbonetics ones or really cheap Chinese knockoffs.
ive also been eyeing a Used Garrett/Airesearch TB0335 (T3 Series) Turbocharger with an internal wastegate set at 7 psi and some other specs are
Compressor Trim: 50
Compressor housing A/R: .42
Turbine Trim: 69
Turbine housing A/R: .48 and its $170 used
any suggestions or recommendations are appreciated thanks a lot
garrett turbo
Posted in Uncategorized |
Tags: 0l, Applications, Garrett Airesearch, Generation Dsm, Internal Wastegate, Knockoffs, Mitsubishi Turbo, Psi, Seam, T3, T4 Turbos, Thanks A Lot, Turbine, Turbo Charger, Turbocharger |
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Jabawokee Ding Dong asked:
Hello everyone. I’ve recently bought an old Garrett T2 fixed geometry turbine (wastegated)turbocharger for a very low price. The reason for it was that the turbo clearly needs some rebuilding, which i’m willing to do in my spare time. The issue is that the turbo shaft is completely blocked. It won’t rotate neither if trying to turn the turbine nor the compressor wheels, which won’t turn either, even if i pour some diesel grade lubricant oil (the turbo itself came from a Diesel engine) inside the oil inlet. I’ve already put a lot of WD40 inside it, in order to dislodge eventual carb buildups, to no avail. What could be the cause? I’m completely new to turbocharger rebuilding. I’d really like to know what i’m going to hopefully fix up inside that delicate piece of machinery before taking out my tools to open the housings. Upon a close inspection of the compressor inlet/turbine exhaust both wheels seem pretty healthy (both wheels don’t seem to groove inside the inlet’s/exhaust’s wall, and the blades aren’t chipped off). It ain’t a water cooled turbo. Thanks in advance for any assistance.
Hello everyone. I’ve recently bought an old Garrett T2 fixed geometry turbine (wastegated)turbocharger for a very low price. The reason for it was that the turbo clearly needs some rebuilding, which i’m willing to do in my spare time. The issue is that the turbo shaft is completely blocked. It won’t rotate neither if trying to turn the turbine nor the compressor wheels, which won’t turn either, even if i pour some diesel grade lubricant oil (the turbo itself came from a Diesel engine) inside the oil inlet. I’ve already put a lot of WD40 inside it, in order to dislodge eventual carb buildups, to no avail. What could be the cause? I’m completely new to turbocharger rebuilding. I’d really like to know what i’m going to hopefully fix up inside that delicate piece of machinery before taking out my tools to open the housings. Upon a close inspection of the compressor inlet/turbine exhaust both wheels seem pretty healthy (both wheels don’t seem to groove inside the inlet’s/exhaust’s wall, and the blades aren’t chipped off). It ain’t a water cooled turbo. Thanks in advance for any assistance.
P.S. If it turns out to be the bearings, how much do you think i’m gonna spend for a pair of brand new ones and where could i buy them? (aside from the Internet)
Edit: Well so far i think you’ve missed it. I wanted to know what could be the cause of that blocked shaft before making an inspection inside the turbo.
Edit2: No spamming, please. I repeat that i’m looking after the mechanical cause of the turbo failure, i’m not looking after products, spare parts or even another turbo.
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Posted in Maintenance & Repairs |
Tags: Avail, Bearings, Compressor Wheels, Edit2, Failure, Garrett T2, Hello Everyone, Lubricant Oil, Mechanical Cause, Shaft, Spare Time, Thanks In Advance, Turbine Exhaust, Turbocharger, Wd40 |
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Adam Korman asked:
My 1997 Ford Escort has a SPI2000 SOHC 2.0. I was wondering what would be a safe amount of boost when turbo’ing the engine. Info/kits are difficult to find so this is a project to do myself.
My 1997 Ford Escort has a SPI2000 SOHC 2.0. I was wondering what would be a safe amount of boost when turbo’ing the engine. Info/kits are difficult to find so this is a project to do myself.
I do happen to have a Garrett TD05H 16G turbocharger in good working order. If this is up to the task, I will use it. Otherwise, I will find something more fitting. I also have a compact intercooler that will fit well and have already cut exhaust flanges to match the turbo I currently have.
The TD05H 16G’s standard wastegate supposedly allows for pressures up to 14 PSI, but, from my reading, 10 PSI is more accurate. Changing the wastegate can allow for much higher boost out of this particular turbo.
Also, suggestions for what kind of BOV to use would be greatly appreciated.
I see a lot of “get a different car” and “that car sucks”. I won’t argue, it does. However, that’s not the question. This is the car that will be worked with. It’s a project of mine. I want some opinions about how to “properly” turbo the thing.
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Posted in Uncategorized |
Tags: 1997 Ford Escort, Bov, Escort Ford, Exhaust Flanges, Ford, Ford Escort, Garrett, Ing, Intercooler, Lot, Match, Psi, Td05h, Turbocharger, Wastegate |
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