Garrett Turbo

Gareth Hoyle asked:




If you have a need for a turbocharger then it stands to reason that you want one that is a high standard and will do the job you set out for it to do. If this is the case then you should look at only buying from one of the leading brands in order to make sure you get the best quality product possible. The Napier turbocharger brand is a leader in the design and manufacturing of these products. They are known worldwide for the products that they offer and for the standard of them being so high.

In case you are not sure; a turbocharger has a very specific job. It allows what would usually be wasted gas (the exhaust gas of an internal combustion engine) to be used to drive a compressor via a turbine wheel. If you work in the manufacturing industry you will know that this is a vital job and this is a very worthwhile process.

Turbocharging has become so popular because it is helpful in so many ways. It can help reduce things such as the weight and space required for diesel engine installations. Perhaps most vitally it also helps to reduce the cost. On top of that it makes a massive improvement to the performance and efficiency of machines.

If you buy a Napier turbo charger you can be assured of the quality of the product and therefore know that efficiency is going to be at its maximum. The brand name Napier has over 60 years’ experience in this field which should help give you some reassure to the quality of the product that they offer.

Their reputation is also so good because of the support that they offer to people both before and after they have made their purchase.

You only have to look online at a Napier turbocharger review website to be able to see just how many people have been very happy with their purchase. This is because the company is passionate about providing high quality goods and this shows in the high standard of the turbochargers that they have on sale.



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James Flammang asked:

making their redesigned debut for 2007, the current-generation coupes were “redesignated” for 2009, topped by the new 335i xDrive coupe with all-wheel drive and a 300-horsepower, twin-turbocharged 3.0-liter six-cylinder engine. This is BMW’s first twin-turbo inline six. In fact, turbocharging has not been used on BMWs since the 1980s, when it appeared on a handful of models.

Engineers decided to revive turbocharging, because of recent technical developments. Relatively small turbochargers minimize the dreaded “turbo lag,” since they build up pressure much faster than does a single, larger unit. BMW also offers a 328i coupe with a 230-hp, naturally aspirated 3.0-liter six-cylinder that uses magnesium-aluminum construction. Transmission choices for both include a standard six-speed manual gearbox, or an available six-speed Steptronic automatic.

Each model is offered with xDrive, which is BMW’s version of all-wheel drive. On smooth, dry roads, xDrive delivers what BMW calls a “sporty, rear-wheel-drive feel,” which is precisely what most shoppers are seeking. Along wet or snow-packed roads, on the other hand, xDrive “automatically sends more torque to the axle with more traction,” promising helpful front/rear weight balance. Making iDrive an option lets those who favor high-tech control select that unit, but allows those who prefer a simpler, traditional configuration to omit the love-it/hate-it system.

Headlight design, taillamp detailing, outside mirrors and interior appearance were created specifically for coupes. Two-doors feature a long wheelbase, short overhangs, a setback passenger compartment, and a low, sleek roofline. The long hood reflects BMW’s tradition of inline six-cylinder engines. Corona light rings that serve as BMW-distinctive daytime running lights accent the standard xenon adaptive headlights.

Rear occupants in the four-passenger coupes have a center console between individual seats with separate storage boxes, additional air outlet vents, and footwell lights. Standard leatherette upholstery comes in Black or Cream Beige, with leather optional. BMW’s iDrive controller is an option, too. One helpful feature is the seatbelt feeder arm, which automatically moves forward, presenting the seatbelt to the driver and front passenger when doors are closed and the key inserted. Access to rear seats has been made easier, according to BMW, but it’s still a chore for the less agile.

There’s nothing the least bit gaudy or garish about a 3 Series coupe, which relies strictly upon clean lines and smooth curves to establish its presence. Performance is precisely as energetic as expected from BMW. The twin-turbo engine has all the go-power anyone will need, available in an instant. In typical BMW form, the manual gearbox shifts with ease and finesse, requiring a mere flick of the wrist. Adeptly matched to the gearbox, BMW’s clutch engages with smooth confidence.

Engineers have given the 335i a surprisingly comfortable ride, considering the coupe’s impressive level of road-hugging expertise. Rear-drive 3 Series coupes are well known for their sure-footed behavior, but xDrive adds an extra helping of assurance. Ordinarily, there’s no evidence of its existence apart from a badge on the fender. When the pavement turns wet or slick, however, it’s ready to take action as needed.

Only a light rumble can be heard from the twin exhaust pipes. Otherwise, the 335i is fairly quiet. Steering feel and response don’t get much better, or more satisfying. Particularly comfortable front seats provide sufficient space all around, though the front compartment is a bit on the snug side.

Prices start at $38,125 (including destination charge) for a 328i coupe with rear-wheel drive. For a 335xi coupe with the twin-turbo engine and all-wheel drive, the outlay escalates to $44,625. An automatic transmission adds $1,325. Additional options include Active Cruise Control, rear Park Distance Control, a navigation system, heated front seats, an iPod/USB adapter, and a Premium or Sport Package (including upgraded tires).

Mason

Marc Formeister asked:


It’s obvious that when it comes to bolt-on modifications for your import car, turbocharging is far and away the best bang for your buck.

But what about supercharging your import? Just like turbochargers, superchargers produce boost pressure, but instead of being driven by exhaust gases alone, they’re driven via a belt on the crank pulley, meaning they contribute to parasitic power loss when the engine isn’t yet in boost. Additionally, there aren’t nearly as many supercharging kits designed for imports as there are turbocharging kits. So while yes, supercharging can add just as much power as turbochargers, turbocharging is much more common in the import car community. This popularity translates into a plethora of good, sound online information and advice about turbocharging, meaning if you have a question, it’s probably already been answered in some online car forum. You just need to search and be patient!

Turbocharging an engine that wasn’t designed for forced induction is not for the fainthearted, nor the mechanically-disinclined. It’s a very involved, expensive, time-consuming and headache-inducing project. But in the end, when you are finally treated to the visceral rush of being pinned back in the seat of your car by a turbocharger that spins at 120,000 rpm and howls an intoxicating jetlike song, you’ll know right away that it was all wholly worth it.

But before you get carried away with the obviously impressive final results of a successful turbo installation, you should know just what it is you’re getting into, and how much money you’re looking at. The importance of thoroughly researching this project first cannot be overstated. The more you read, the more prepared you’ll be, and the less likely you’ll be cursing at that one seemingly insignificant, but oh-so-important component that you overlooked. You’ll also have a much better comprehension of how a turbocharger system works and how you can troubleshoot potential problems.

You can start the research here. The following is a bare-minimum list of the parts needed for any custom low-boost turbo installation, regardless of the car. (Each part will be discussed in-depth in forthcoming articles, so stay tuned!)



*these prices are rough retail estimates for new items*

-turbo (duh!): $500-$700

-turbo manifold: .$300-$1000

-turbo inlet piping (steel): $25

-blow-off valve or bypass valve: $150

-air filter: $40

-downpipe: $150

-oil drain line, weld-in bung, and fittings: $40

-oil feed line and fittings: $40

-various silicone couplers: $100

-Around 8-10 quality stainless-steel hose clamps , preferably t-bolt clamps: $83

-air-to-air intercooler: $230

-intercooler piping (regular steel): $75

-intercooler piping (aluminum): $150

-fuel management—piggy back air/fuel controller: $400

GReddy E-Manage

Apexi AFC-Neo

-fuel management—retuned ECU: $600

-fuel management—full standalone: $1500

AEM EMS

-larger fuel injectors (if using re-tuned ECU or stand alone): $260

-fuel rail, if using different style injectors: $150.0

-brackets

-vacuum hose of various diameter: $20

-gaskets for turbo manifold, downpipe, etc: $20

-miscellaneous hardware and fittings: $20

Parts that you ought to buy if you’re at all concerned with your engine’s longevity:

-complete clutch kit: 

once your car is turbocharged, you’ll be making a lot more power, and stock clutches, especially if they’re high mileage, have a tough time handling the large increase in torque without slipping. It’d be a shame to get done with that whole turbo project only to find that you can’t transfer any of that glorious power to the ground! Advanced Clutch Technology offers reliable, reasonably priced clutches.

-oil cooler: 

Turbochargers will get extremely hot, so the oil running from your engine into the turbo via the feed line becomes quite hot after it passes through the turbo, cools the turbo, and drains back into the oil pan. If you can afford it, an oil cooler is a great investment even if the car isn’t turbocharged. Get one with a thermostat that turns on between 180-190 degrees, because cold oil is just as bad as really hot oil!

-boost gauge: 

A very good idea to prevent catastrophic engine failure due to too much boost; also lets you know if there’s any vacuum leaks anywhere in the turbo system.

-heat shield and/or turbo blanket: 

A heat shield will act as a barrier between the sizzling-hot turbo and important engine components that aren’t supposed to be hot, like electrical connections and power steering fluid. A turbo blanket, which is exactly what it sounds like, will drastically reduce under hood temperatures and therefore the temperature of the air being ingested by the turbo. A blanket offers the added bonus of a quicker spool up time due to the heat (energy) being trapped inside of the turbo.

-fuel pump: 

Usually in low-boost applications, the car’s OEM fuel pump will suffice; if you are planning on boosting substantially more than 8 psi, a fuel pump, such as the Walbro 255LPH, is necessary.

-wideband oxygen sensor and Air/Fuel ratio gauge, $279 (sensor only): 

Wideband oxygen sensors measure the ratio of air to fuel that is entering the engine at any given time. You can buy just the sensor and use your laptop to display the ratio, or you can buy a gauge so you always know what your precious engine is inhaling. This is an invaluable tool for tuning a turbocharged car.

So the total cost for piecing together your own turbo kit and turbocharging your car is $2603. (To arrive at this sum, the turbo manifold was $300, the fuel management was $400, and the intercooler piping was plain steel). Compare this to the price of GReddy’s turbo kit, which costs $3699 (for a Nissan 240sx). Of course, buying a bolt on kit is much more convenient than buying each part from its own place, and you are pretty much guaranteed that everything will fit perfectly and that you haven’t forgotten anything. But if you’re on a budget, you enjoy having options, and/or if you’re the type who likes to do things his own way (which is much more satisfying!), you can save $1000+ by piecing together your own custom kit. You can save even more if you buy used parts through online car fora or eBay, but stay away from buying a used turbocharger unless you can physically inspect it, because more likely than not they’ll need to be rebuilt.

Stay tuned for the next article on selecting the right size turbo!



O Reid