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Neno83
huviline
Registreerunud 19.10.05
Asukoht: Tallinn/Viljandimaa
Kasutaja on eemal
Auto: S2 coupe 93 (ABY), coupe GT 84 (JS), 80 quattro 83 (KK), 80 quattro 84 (JS), A6 avant 2,5TDI quattro 96 (AEL)
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postitati 27.06.08 22:28
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Äkki kommenteerid mõne sõnaga milleks selline portimine hea on?
Kas plaanid ka klapid ja klapipesad suuremad teha, kui mitte siis jääb selline modifitseerimine minule natuke arusaamatuks.
Milleks teha kanal suuremaks kui kitsas kohaks jäävad siiski klapid.
Ka pihusti on originaalis sellise koha peal kus õhu liikumis kiirus suurim, aga nüüd kui see kanal kõvasti suurem siis seal õhu liikumine ju
aeglustub.
Kas see bensiini ja õhu segunemist ei mõjuta?
Ja ka tihendus pinda kipub juba napiks jääma.
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ATV põhjakaitsmed ja lisaseadmed....www.ironbaltic.ee
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forsin
huviline
Registreerunud 01.07.04
Asukoht: Audirstad(no)/Pärnu
Kasutaja on eemal
Auto: S6T, S6TD, Golf TDi 200hp, Multivan
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 10.05.10 07:17
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Ploki veekanalite ühendamine
Mulk, sa oled kuulus. S2 foorumis lingitakse su tööd.
Aga veekanalite ühendamise kohta on räägitud seal järgmist:
RWD19T
Any decent machine shop with a cnc mill can do it. Give them a headgasket so they can dial in the radii go for a 3.5-4mm ball nose cutter and off you
go, get them to flick across the deck afterwards and it's instantly deburred for you.
All you are doing is connecting the waterways to allow deck cooling to aid against detonation. Like below (3mm groove shown)
Repo
Water jackets usually allow 3-6 degrees more ignition advance on load. Best effect for four degrees more advance, I've seen so far was 250hp
at 8500 rpm range, so yes, it has effect, but worth of nothing, if not mapped accordingly.
Also, +600hp daily divers tend to have pressure leak to water system in the long run, on high load that is. After water jacketing, they resist those
problems MUCH better.
I've been using those for almost 10 years now. I have also consulted Andres (Mulk), with his setup.
E: If You need the jackets to be done, contact Steve Esslemoth from Goodwill Garage, Solihull, near Birmingham. A CNC shop will charge an arm and a
leg if You go there without patterns. Steve has special tools for that.
LINK: http://www.s2forum.com/forum/showthread.php?t=44706
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 02.06.10 11:51
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Viljari postitus turboklubis:
Ega see turbo suuremaks ei veni ju!? 2-3 bar sõidavad autod, mille kaas ei voola, mitte aga suprad, millel on turbo lagi saavutatud juba
näiteks 1,4-1,6bar juures.
Õhukogus on tähtis, mitte rõhk! Minu autol on 1,4bar juures näiteks umbes 870-900hp,d ja turbo on tõesti võimeline puhuma kuni 3bar,i , kuid
milleks !?
http://foorum.turboclub.ee/viewtopic.php?t=5698&postdays=0&postorder=asc&start=135
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torque addict / in the real world four wheel drive means safety and traction
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mulk
klubiliige ac aasta auto 2007/2009 võitja
Registreerunud 11.11.03
Asukoht: Nummela/Viljandi
Kasutaja on eemal
Auto: A8 D3 FL2, LR Disco 1, Iveco Daily 40C13V
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postitati 02.06.10 15:01
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| Tsitaat: | Algselt postitas: Maku
Viljari postitus turboklubis:
Ega see turbo suuremaks ei veni ju!? 2-3 bar sõidavad autod, mille kaas ei voola, mitte aga suprad, millel on turbo lagi saavutatud juba
näiteks 1,4-1,6bar juures.
Õhukogus on tähtis, mitte rõhk! Minu autol on 1,4bar juures näiteks umbes 870-900hp,d ja turbo on tõesti võimeline puhuma kuni 3bar,i , kuid
milleks !?
http://foorum.turboclub.ee/viewtopic.php?t=5698&postdays=0&postorder=asc&start=135 |
Mis kasu sinu postitusest audi omenikele on?
3L mootorist oskab ahv ka 500hj võtta, olgu see kaas või nukad või kogu kooslus kui kehva tahes.
Selleks et 2L mootor suudaks toota saama võimsuse, on vaja tungida sinna mootori samapalju õhku ja viili seda kaant kuidas tahes, kuskil tuleb piir,
kus on vaja suruda.
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 02.06.10 20:01
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| Tsitaat: | Algselt postitas: mulk
Mis kasu sinu postitusest audi omenikele on?
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Äkki seda, et porditud kaanega ei ole vaja nii palju boosti tulemuse saavutamiseks?
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torque addict / in the real world four wheel drive means safety and traction
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mulk
klubiliige ac aasta auto 2007/2009 võitja
Registreerunud 11.11.03
Asukoht: Nummela/Viljandi
Kasutaja on eemal
Auto: A8 D3 FL2, LR Disco 1, Iveco Daily 40C13V
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postitati 02.06.10 20:03
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| Tsitaat: | Algselt postitas: Maku
| Tsitaat: | Algselt postitas: mulk
Mis kasu sinu postitusest audi omenikele on?
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Äkki seda, et porditud kaanega ei ole vaja nii palju boosti tulemuse saavutamiseks? |
Et kui boosti on üle 2 bari, siis on järelikult portimistöö tehtud kehvalt, või koguni tegemata?
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 02.06.10 20:05
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| Tsitaat: | Algselt postitas: mulk
Et kui boosti on üle 2 bari, siis on järelikult portimistöö tehtud kehvalt, või koguni tegemata? |
Eip, ei mõelnud seda.
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 27.09.10 10:22
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Kuidas saavutada kuuese kojaga sama palju või isegi rohkem jõudu kui kaheksase kojaga? Selle teema kohaselt kaane portimisega.
Stock kaane ja kaheksase kojaga ca 450ps @ 7188rp ja 560nm @ 4186 rpm, porditud kaane ja kuuese kojaga ca 530ps @ 6977rpm ja 631nm @
4411rpm.
In answer to differences.
Both setups where identical in cam timing, intercooler, boost control, exhaust and intake manifold etc.
Other than the change in hotsides and cylinderheads everything on the car remained the same.
The cams themselves are of 7a origin that have been tweaked in their timing to each other which is shown in an earlier before and after on page 5. My
decision on the cams was to optimize the 4500-7500rpm band for track day use without creating an undriveable daily. They do come in later than stock
cams and definitely later than ADU cams.
The nature of the cam profile also means the turbo has to work harder to achieve boost so it becomes more difficult to sustain high boost pressures at
high rpm. The .63 run was done at 2.15 bar holding to redline as opposed to the stock head with .82 housing that peaked at 1.95 dropping to
1.92bar at redline.
I'm using an apexi avcr and even maxing out the duty cycle and upping the boost Target we could not force it to exceed 1.95 on the dyno.
Again we tried to make the dyno runs similar by doing them both in 5th gear from around 1250-1300rpm with identical brake loading.
Now maybe the stock head produces more or less power than made and the same would apply to the ported version. Ultimately I don't really care what
the real figures are as every dyno measures differently I'm more concerned with the comparison of before and after using the same means of
measurement where possible to eliminate as many variables as possible.
Obviously more boost is going to make more power within reason. Which is why when the revised head is done it will be run at 1.95 to give direct
comparison to the stock head. At the same boost pressures. Despite the fact the headwork allowed it to run more boost than stock is a separate issue.
Hence it will also be run at 2.15 to see if any further gains are had with the new design and larger .82 hotside. Compared to the earlier .63
setup.
I may out of curiosity swap to a set of stock intake and 7a exhaust configuration to see how the curve changes and if no surge is experienced in
higher gears (one reason for the greater overlap choice of 7a cams) I'll also try stock AAN cams. But I'll get to that at a later date.
Hopefully I've covered everything
^^^ as a rule of thumb from personal experience the following rules apply.
Spool is affected by
a/r size of hotside
Weight of compressor wheel
Cam profile
Boost response aka lag is affected by
Internal volume of boost run/intercooler
Exhaust manifold design
Not to be confused by what headwork does.
Which is improve the actual efficiency of an engine. Which results in more torque/HP at a given rpm vs a given boost pressure. The end result being
that in the lower rpm band the engine makes more power pulling it through the lower rev range quicker. When full boost is achieved it is delivering
more of a punch. Then once in the higher rpm band it will carry on pulling as you can maintain a flat boost curve till redline assuming the compressor
is capable of supplying the required airflow.
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torque addict / in the real world four wheel drive means safety and traction
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forsin
huviline
Registreerunud 01.07.04
Asukoht: Audirstad(no)/Pärnu
Kasutaja on eemal
Auto: S6T, S6TD, Golf TDi 200hp, Multivan
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mtaudi
huviline
Registreerunud 26.02.07
Asukoht: Tallinn
Kasutaja on eemal
Auto: Golf Variant '17
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postitati 25.05.12 19:44
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Võibolla on mu küsimus eelnevat juttu arvestades suht OT ja saate kõhutäie naerda, aga kui palju on võimalik minu auto 1.8T AVJ mootorist neid pagana
ratsusid välja pigistada, et mootor ka tänavakõlbulik oleks ehk igapäevasõiduks sobiks ...
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 23.10.17 06:28
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Ideal Compression
Ratio - 350 to 500bhp
driftin jo
S2Forum Fiend
Join Date: Sep 2007
Posts: 2206
Country: United Kingdom
#8
28th July 2013, 11:36
Lower compression makes bad throttle response is a myth, the only reason for
higher compression in a turbo engine is for fuel economy as prj pointed out above.
When cruising your effective compression is much lower than WOT and this combined
with low compression of say 8:1 will lower you mpg.
There is virtually no loss of power running 8:1 at WOT, what you loose from compression you can gain in timing.
Don't get confused with NA engines, they need a higher compression ratio to make power, especially up the rev range, turbo engines get all the
compression they need,(and some they don't) once on boost.
The first turbo car I ever messed with was the first Audi turbo, it had 7:1 compression
ratio and no ECU at all. Timing was done mechanically by the distributor, (vac advance, boost retard). It did have lag but this was because it had a
k26, I changed the k26 for a k24 off a later 200 turbo and the lag was gone, throttle response was as good as an S2!
Remember the old F1 turbo cars ? They ran 6:1 compression ratio !!
With today's crap petrol I would go for 8:1 if you want 500 HP as it will be so much easier for someone to tune it and much less stress on the
engine.
As it's an S2, fuel economy is not really an issue as it is **** anyway, if it is an issue, sell it and buy a diesel!
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torque addict / in the real world four wheel drive means safety and traction
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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| Lehekülgi: 1 2 |
