Garrett Turbo

Eoin asked:


my turbocharger is faulty it seems to be the turbine does anyone know where i can get a replacement turbine?? It is a garrett and the no is GT2052S.. anywhere in the world that sends to ireland would be great… having a hard time finding one…. thanks

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jjjj asked:


its a garrett turbocharger

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Marcos asked:


I just got this GARRETT turbocharger off of a saab and i want to know weather i can install it in my car? what do i need to do? I dont want to buy a faster car or what not. I want to boost this one. But how can i do it and what will i need? please help

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JIN asked:


I never got to install my turbo set-up so Im just going to sell it.

garrett 60-1 turbocharger
godspeed piping kit
godspeed intercooler
godspeed manifold
godspeed downpipe
godspeed 38mm wastegate
godspeed sequential blow off valve
aluminum oil lines
manual boost controller
air filter
190 lph walbro fuel pump
10:1 fuel management unit (fmu)
boost gauge
gauge cluster pod (holds 2 gauges)
450cc dsm injectors
fuel pressure regulator
air/fuel gauge with wideband sensor
Apexi S-AFC II management controller

I know its a lot of stuff but the average you think would be fine. will chose best answer, any help is appreciated
everything is 100% brand new, there still in the box, its been a lil over a month

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FQ200turbo asked:

Turbocharged D15 Honda Civic Vtec Xs Exhaust Manifold, T3 Garrett Turbo, Xs 38mm External Wastegate, 50mm Stainless Steel Exhaust, Front Intercooler, Stainless Steel Turbo/Intercooler Pipes, Fse Fuel Regulator and others. -check out the second part of this video www.tribaltuning.org … turbo civic garrett honda engine d15 lsi esi vti psi d16 hp bhp sohc vtec auto motor sport turbocharger t25 t28 t3 t4 run runs

Lauren Woods asked:


German carmaker Volkswagen is known for its precision engineered cars and the performance that they bring to the table. One of the cars in Volkswagen’s lineup which gives any driver a thrilling ride is the Fahrenheit. For the 2008 model year, Volkswagen has made the Fahrenheit even more appealing and more powerful.

The 2008 Fahrenheit will be equipped with a 2.0-liter turbocharged four-cylinder engine. This same engine is also being used by other vehicles from Volkswagen and Audi. The turbocharged engine provides power when needed without the lag that is commonly encountered on turbocharged engine.

The lag happens because turbochargers are powered by exhaust gases. When a turbocharged engine is of course just starting up, the amount of exhaust gases is not enough to power the turbine of the turbocharger. But with the engine on the Fahrenheit, the design has been carefully adjusted to make sure that lag is minimal.

The said engine can produce as much as 200 horsepower and 207 pound foot of torque. The combination of the horsepower and the twisting force gives the Fahrenheit a good acceleration.

In terms of stability, the suspension setting of the Fahrenheit is designed for sports cars. With that suspension, although the ride is stiff, the car can navigate sharp corners on high speeds. With aftermarket parts such as Volkswagen cold air intake, the power can be increased and the increased power will go well with the sports-tuned suspension.

The engine is paired with a six-speed transmission which has close gear ratios which provides smooth transfer of power from the engine to the drive wheels. The precision engineered transmission works well with the engine that clashing gears inside the gearbox does not send vibrations to the body of the car.

Stopping power is provided by disc brakes for the front and the rear. For the front wheels, the Fahrenheit is equipped with 12.3-inch discs while for the rear; it is equipped with 11.3-inch disc brakes. Stopping power though is not as responsive as the engine. According to some auto journalists, the brakes only activated when the brake pedal is pushed almost to the floor.

The Fahrenheit is a limited edition vehicle which means that one would not be able to see it on a regular basis cruising around city streets. The theme used by Volkswagen on the limited edition Fahrenheit is yellow. Exterior color is yellow which makes it call for attention. The interior of the Fahrenheit is also accented with the color yellow. Although the color and its use inside and out of the Fahrenheit maybe attractive, it will not be for everyone.

According to the German car manufacturer, the limited edition Fahrenheit will have a starting price of $27,880 for the model with the six-speed manual transmission. This is aimed at performance enthusiasts who are more favorable with manual shifting than automatic ones.

The addition of the yellow Fahrenheit in Volkswagen’s lineup for the 2008 model year is expected to turn heads. Performance enthusiasts are expected to take notice, but with the color yellow plastered all over the vehicle, it is guaranteed to attract attention of the general public.



Nash

Haitham Alhumsi asked:


The first time I ever heard of twin charging (using both a turbocharger and a supercharger on the same motor) was probably back in year 2000. At that time I was very interested in performance for the Toyota Celica and naturally I also read a lot about its sister cars (that shared some of the same engines) such as the Camry and the MR2.

One of the most interesting aftermarket parts I ran across at the time was the HKS turbo kit for the 4AGZE powered 1st generation mr2. The 4agze (for those that are not familiar with Toyota engines) is a peppy 170 horsepower 1.6 liter engine powered by the Toyota SC-12 roots type supercharger. On this car Toyota used an electromagnetically clutched supercharger that could be disabled during low power requirements such as cruising, and engaged when the user demands it.

One of the most important parts of the HKS kit is the bypass valve. This valve was used to direct air from the supercharger to the engine at lower rpm/flow points. Once the rpm’s rise, and the engine starts to demand more air, and the turbocharger is fully spooled, the valve switches over gradually till the turbocharger alone is feeding the engine while the supercharger is completely bypassed. The twin-charged MR2′s were rumored to break the 300hp mark in some cases, depending on the final boost level and the supporting modifications, and this level of power for a 1.6 litre motor at the time was quiet astounding.

The theory behind this kind of system is to use a small positive displacement (roots style) supercharger. Supercharger performance efficiency is typically at its highest at lower engine and supercharger rpm’s (for example from idle to 4000 rpm’s). Above 4000 rpm’s the supercharger’s performance and efficiency starts to drop, the horsepower required to drive it starts to rise exponentially, and the air temperature coming out of the supercharger starts to rise dramatically limiting performance.

On the other hand, using a generously sized turbocharger will allow us to feed the engine efficiently with cooler air (than that from an overworked supercharger) and maintain high rpm performance. The problem with using a larger turbocharger is that a generously sized turbocharger typically doesn’t spool before 3000 to 4000 rpm’s giving us a limited power band and thus providing no performance boost at lower rpm’s.

The idea of twin charging is to use both a supercharger and a turbocharger to have each charger do what it does best, have the supercharger boost the motor for low end torque, and as it runs out of steam, the turbocharger comes online to carry us through to redline.

There are three aspects to these types of systems that make them prohibitive to most tuners:

1. Cost and complexity: Having a complete supercharger system as well as a complete turbocharger system on the same vehicle is a lot of money to spend and a lot of parts to deal with and diagnose in case something does go wrong.

2. The bypass valve used to bypass the supercharger (and yet hold in all the air pressure coming from the turbocharger) as well as being able to control this valve electrically or mechanically requires a custom made one off valve that isn’t quite available off the shelf. Although as I write this it seems possible to find a large sized dual chamber bypass valve plumbed to operate on the differential pressure between the turbo outlet and the supercharger outlet to switchover once the turbocharger pressure = the supercharger pressure + the tension of the bypass valve opening mechanism.

3. Since we are using two different types of chargers with two different efficiency maps, it can get very complicated to figure out how to tune the motor (especially with much simpler fuel injection systems that were used at the time) because the air density can vary dramatically at the same rpm point and pressure level depending on which charger is feeding air to the motor and at what proportion. This is also where the HKS turbo kit for the 4agze was at its weakest, namely at smoothing the transition point fueling between the supercharger to turbocharger switchover.

One of the things that has changed over the last 10 years is the availability (and proliferation of knowledge) about available alternative fuels or octane boosters. Two such options are:

1- E85 fuel which is comprised of 85% Ethanol which has an octane rating of about 100 to 105 octane vs the typical 87 to 93 octane pump gasoline.

2- Water / methanol injection systems that can be used either as supplemental fueling system (based on the methanol content which carries an octane rating of 110 octane or higher) or can be used for in cylinder cooling when the water vapor injected with the methanol transforms into steam inside the combustion chamber, thus extracting lots heat out of the combustion chamber, and thus slowing down the speed of travel of the combustion flame front simulating the effects similar to those of a higher octane gasoline.

With the availability of these octane increasing or octane simulating concoctions, it has become more accessible of recent for the performance enthusiast to build a different type of twin charger system that does not require a bypass valve.

In this type of system the supercharger outlet is routed to feed the turbocharger inlet or vice versa. Rather than either the supercharger or the turbocharger feeding the engine individually (in parallel operation) and switching between the two, we are now using a two stage compression system where one stage is the factory supercharger, and the 2nd stage is an aftermarket turbocharger system.

The net result of the two compressors is a compounding of pressure ratios. For example if the turbocharger waste-gate opening spring is set to a setting of 7psi of pressure above atmosphere (which is a pressure ratio of 1.5 given that 1 atmosphere is about 14.7 psig); and if the supercharger is mechanically geared to flow 50% more than the engine (for positive displacement roots style superchargers) at any rpm, thus having an identical 7psi boost setting or a pressure ratio of 1.5; then the resultant pressure ratio of the system combined is :

PR total = PR turbo * PR supercharger = a pressure ratio of 2.25

A pressure ratio of 2.25 is equivalent to 18.4 psi of boost (not 14psi expected by adding the two stages together).

So anyway, how does this relate to octane requirements ?

If the turbocharger is feeding the supercharger for example, and the turbocharger is ingesting fresh air at ambient air temperatures (T1), then:

1- The air exiting the turbocharger will be at a temperature T2, higher than the ambient air temperature (T1) by about 60-80*C depending on the exact turbocharger, and where we are on the turbocharger compressor and efficiency map.

2- The air entering the supercharger will enter at a temperature T2 ~=T1+60 and exit at a temperature T3 which is higher than T2 by about another 60-80*C depending on the exact specifications of the supercharger.

3- If we had an intercooler after the supercharger, then the air entering the intercooler will be at 120 to 160*C above ambient temperatures which is a lot of heat for the intercooler to attempt to shed in the short amount of time that the air passes through the intercooler core.

4- If we have no post supercharger intercooler (which is common on cars where the supercharger is packaged into the intake manifold of the car), then the air entering the engine will be at some 120 to 160*C above ambient.

5- This excessively heated air not only reduces power output (By about 1 horsepower for every 13*C) but it also increases the probability of the air fuel mixture automatically igniting in the motor pre-maturely before the spark plug has fired, and if this pre-mature ignition occurs early enough to catch the piston significantly far away from top dead center, then the battling flame front pushing the piston downwards, and the inertia of the system (and force of other firing cylinders rotating this piston via the crankshaft) pushing the piston upwards will cause extremely high pressures and a temperature rise on the surface of the piston ultimately damaging it and possibly damaging other parts of the motor as well.

For these reasons (pressure compounding, and combined temperature rise) sequential charging has seen very little application in the past. The use of a higher octane fuel by definition means that the air fuel mixture is more resilient to auto-ignition and detonation. Furthermore, in the event of a pre-mature ignition, the higher octane fuel creates a slower traveling flame front which gives the piston more time to travel upwards in the cylinder bore (Closer to top dead center) before meeting the flame front and this reduces the time that the piston surface is improperly pressurized and overheated reducing the possibility of catastrophic failure. Last but not least, the use a water / methanol injection mix includes two phase-change events:

1- The injected methanol changes from a liquid state to a vapor state at its boiling point of 65*C, i.e. as soon as it hits the compressed air mixture coming from the supercharger outlet. This phase change absorbs a lot of the heat out of the air and methanol mixture reducing inlet air temperatures even before the mixture reaches the combustion chamber and starts to get compressed. This temperature reduction goes a long way towards eliminating or highly reducing the possibility of detonation.

2- The injected water, changes from a liquid state to a vapor state at its boiling point of 100*C which depending on the availability of an intercooler in the system, my occur in the intake plumbing before reaching the combustion chamber, or may not occur until the mixture is ignited. Either way, when the temperature is high enough, the water mist injected in the air stream will flash vaporize into steam also absorbing a generous amount of the heat created in the combustion.

The availability of these two octane boosters makes it now possible for aftermarket performance part manufacturers to deliver safe and reliable sequential charging kits to the mass market.

One such kit which I ran across in an article from hot rod magazine was developed by hellion performance (http://www.hellionpowersystems.com) for the factory supercharged GT-500 mustang.

The kit supposedly produce up to 1000 horsepower at a boost level of 24 psi using two 61mm Turbonetics turbochargers.

To achieve 1000 hp requires around 1500 cfm of airflow at 24psi or 1500cfm at a pressure ratio of 2.63, or 750cfm @ 2.63pr per turbocharger.

Since most compressor maps for this size of turbocharger (61mm) peak out at around 600cfm @ 2.63 pr @ around 50% efficiency which is an extreme point on the map (i.e. the turbocharger is maxed out at this point). I’m going to say that I am confident that the kit is capable of supporting 800hp with a typical pair 61mm turbocharger, however 1000hp although dyno-proven, does not agree with what is published on most 61mm turbochargers. I’m not doubting the kit, I am stating that I don’t have a better reference for the specific turbocharger used in the kit.

Furthermore, feeding 1000hp from 8 injectors requires eight 750cc/min injectors by my estimate and this agrees with what is mentioned on Hot Rod magazine’s article of needing 75lbs/hour injectors (each lb/hour is roughly equivalent to 10.5cc/min) at a minimum or a total fuel deliver requirement of 900 liters per hour of fuel at a the fuel rail pressure which is typically around 45psi.

Looking at the flow capacity of the GS342 fuel pump supplied with the kit, which is 255lph @ 30psi, then using 3 fuel pumps gives us the capacity for 765lph which is about 2125 hp worth of fuel, so in that regard the kit is capable of supporting the power figure.

As you can see, it is possible to design such a complex system if the information (Turbocharger compressor map, turbocharger temperature map, supercharger compressor map, supercharger temperature map …etc) information were available before hand. What remains a mystery and an art of trial and failure, is how over-engineered is your engine, how much torque can it produce and still continue to survive, and how long can it continue to survive at elevated power levels. That is altogether a more exciting question to answer.



W.Baker

Vikram Kumar asked:


Speed and power are two of the most highly desirable qualities in racing cars and high-performance sports cars. More power, more speed, more excitement, more danger seems to be the motto of car owners who install a turbocharger and a turbo kit in the engines of their most prized earthly possession. And why not? Cars are as much a personal statement of who you are and what you stand for as clothes and personal adornments do. If a turbocharger installed in your engine will further stress the point then purchasing a turbo kit is the best decision you will ever make in your automotive career.

But before embarking on the very important and radical decision to purchase a turbo kit, which gives you the right to boast that your car has a very expensive turbocharger, educate yourself about the pros and cons of these high-tech thingamajigs. If you think that a turbocharger can enhance your macho image (well, it does), then you had better brace yourself for the physical and financial demands the purchase and installation of a turbo kit requires from anybody.

Technically speaking, a turbocharger is a turbine-driven forced induction compressor powered by pressure from the engine’s exhaust system, to quote the ever-reliable Wikipedia. If that is still too technical a definition for the common layman, a turbocharger simply converts a waste product, in this case exhaust or air, into more horsepower and therefore more speed. Think of it as recycling with a powerful purpose; if you are an environmentalist who likes hard and fast drives, a turbo kit would satisfy both your likings. A turbo kit, on the other hand, is composed of the turbocharger itself, the exhaust manifold, the wastegate and blow-off valve, the oil supply and the intercooler. But I digress. The pros of having a turbocharger installed include attaining more power (and again, more speed like the Batmobile or the Knight Rider) with the same engine volume. Also, a pre-configured turbo kit is smaller and lighter that other forced induction systems like a supercharger and it is easier to install. Even if you are not using your turbocharged car for its speed, you can still benefit from better gas mileage. Now, the environmentalist in you would love this feature. However, the cons in a turbocharged car include over-steering and under-steering, as well as wheel spin; these are factors in most fatal car accidents. A turbo kit can be very expensive, too. This is not even taking in the cost of maintenance as extensive upgrades are often necessary. Furthermore, the complexity of the technology can cause do-it-yourself headaches. Besides, you need a dyno machine to make sure that everything is working perfectly. Thus, taking on a DIY turbo project is best left to experts.

Fortunately for us automotive idiots, there is Vivid Racing to tell us about turbochargers and turbo kits. It is a company in Chandler, Arizona famous for its aftermarket modifications to cars, with services such as exterior and interior works, painting jobs, electronic car products, engine parts and a whole line of turbochargers and turbo kits for almost every car make and model imaginable, among other products and services. Vivid Racing can take care of finding the right turbo kit for your car, its installation in your car (with dyno testing) and the maintenance necessary to keep the turbocharger in tiptop shape.



Tyson

Dirk Gibson asked:


As a Mini Cooper owner, I can confirm that everything you’ve heard about how fun it is to drive is absolutely true. The car handles like it is on rails, but also has a surprising amount of spunk given its size. This is due to the maxed out engine.

The Mini comes in various models ranging from the basic hard top known as the Mini Cooper to a convertible and a Clubman which tries to be a car for four people. Each comes with a sport version that has a more powerful engine. There is also a JCW Mini. The JCW stands for John Cooper Works. Cooper was a Formula One and rally car builder associated with the company in the 1960s.

Regardless of the model of Mini you have, it has an inline 4 cylinder 1.6 liter engine. Many people assume this engine is a BMW model since Beemer owns the Mini brand. The engine carries the BMW name, but it was a Toyota model in the early years of this decade and now is based on a Peugeot in the 2008 and forward models. The reason for this appears to be the simply fact BMW didn’t have much experience building tiny engines that punched out big power. Toyota and particularly Peugeot did.

The engine in the Mini Cooper is normally aspirated in the base models. The “S” versions come with a turbocharger. The models of the first half of the decade had a supercharger instead of a turbocharger. Regardless, this is a little engine that can. Although it is small, the forced air system pushes the horsepower on the “S” versions into the middle 170s with the JCW versions popping up over 200. For such a small, light car, that is a lot of power.

The title of this article references the “purring” engine. Any Mini owner knows full well this is a joke. Although the engine has a lot of punch, it sounds like it has been in a brawl with a bit Mercedes engine. The thing literally sounds like one of those old diesel Mercedes your grandmother drove. It clicks. It knocks. It basically makes an unholy racket when it is idling. I actually went back to the dealer and listened to other cars on the lot that prospective buyers were starting up to make sure my car didn’t have a problem. All of them make the racket and it is normal.

The Mini Cooper is not the fastest car on the road. A MazdaSpeed 3 will blow it away. The Mini is, however, plenty fast enough thanks to a little engine that sounds like diesel, but performs like puma.

BoostTown.com asked:


This a article from BoostTown.com

Your #1 Source For How To Increase Your Cars Performance

Visit us to find more articles will color pictures that aid in the clarification of the various automotive components

For the full article go here:

http://www.boosttown.com/forced_induction/turbo.php

————-

The turbo (also known as turbocharger) has been around for many years, almost as long as the internal combustion engine itself. A turbocharger, has two wheels on it. One is called the turbine and this sits in the exhaust system. The exhaust gas leaving the engine causes the turbine and the shaft fixed to it, to spin.

On the other hand of the shaft is the impellor, or compressor wheel. This pulls air in and the forces into the engine. For this to work effectively, the impellor wheel typically spins at 120,000 – 150,000 RPM (Revolutions Per Minute).

Many kinds of bearings used at these high rotational speeds need lubrication and cooling systems. The turbocharger’s lubrication system can be an isolated system or receive oil from the engine’s oil supply. For cooling the lubrication system may double as the cooling system, separate coolant may be pumped through the center housing from an outside source such as the engine coolant system, or the turbine may be air cooled. An oil lubrication and water cooling system using engine oil and engine coolant are commonplace in automotive applications. Special kinds of bearings, e.g. foil bearings, can reduce or eliminate the need for lubrication and reduce the cooling requirement.

Turbos rely on the flow of the exhaust gas through the turbine housing, they only start to spin after ignition has taken place and so there is a delay between opening the throttle and the turbo spinning and producing boost. This is known as ‘turbo lag’ and is considered to be a downside compared to superchargers.

The turbine and impeller are each contained within their own housing on opposite sides. These housings collect and direct the gas flow. The size and shape can dictate some performance characteristics of the overall turbocharger. The area of the cone to radius from center hub is expressed as a ratio (AR, A/R, or A:R). Often the same basic turbocharger assembly will be available from the manufacturer with multiple AR choices for the turbine housing and sometimes the compressor cover as well. This allows the designer of the engine system to tailor the compromises between performance, response, and efficiency to application or preference.