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prj
klubiliige
Registreerunud 04.12.08
Asukoht: Tallinn
Kasutaja on eemal
Auto: S8 D4, A4 B9 2.0TQ, Cupra Born
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postitati 07.01.11 20:46
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RS2.
Loe S2Forum-st STR-i kolde kohta.
Muidugi kui saab selle STR-i kolde tunduvalt odavamalt kätte, kui RS2, siis on asjal jumet. Kuna see on ikkagi parem, kui stock kolle.
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ranx
huviline
Registreerunud 29.01.06
Asukoht: Pärnu
Kasutaja on eemal
Auto: S4
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postitati 30.01.11 07:44
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Ise proovisin kunagi STR-i kolde ära ,tundus küll maha visatud raha ,mitte mingit muutust paemuse poole ,ning kokkuvõttes vahetasin ikkagi rs2 kolde
vastu. Piisab ju nende kahe kolde kõrvuti võrdlemisest ,et aru saada mis STR-il viga on ,isegi originaal aan-i koldel on kerge gaaside suunamine
turbo suunas ,STR on nagu ühisanum kolle ,ning paljudel vabalt hingavtelgi tundub see voolavam olevat.
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tanelr4
huviline
Registreerunud 28.10.07
Kasutaja on eemal
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postitati 05.02.11 14:59
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Et siis stock masina puhul on lamda koht kõige parem seal, kus ta tehase poolt on ikka?
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 22.03.11 21:03
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torque addict / in the real world four wheel drive means safety and traction
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miilits22
huviline
Registreerunud 17.12.10
Asukoht: tallinn
Kasutaja on eemal
Auto: g4,b5.5,e91xd,b7/4motion,e61, c6allroad, b8 bitdi 4mo, c6q, A8d3q 261kw
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postitati 20.07.11 16:20
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teab keegi midagi huvitavat rääkida v8 puhul H väljalaske süsteemist.pole ise selle asjaga eriti kursis ja tuttav palus, et ehk saab keegi asjast
vihjeid anda.tänud.
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lehys
huviline
Registreerunud 31.05.08
Asukoht: Keila
Kasutaja on eemal
Auto: Cupra Leon Sportstourer
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postitati 23.07.11 05:35
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Otsi v8 alafoorumist seal sellest juttu küll,see siin 20V alafoorum.
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 15.09.13 07:17
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http://www.exhaustvideos.com/faq/how-to-calculate-muffler-size-pipe-diameter/#easy
How To Calculate Muffler Size and Exhaust Pipe Diameter
If you’re a math wiz and/or an engineer, you’re probably going to like this article and the resources we’ve linked to. However, if you find yourself
getting stuck (or bored) with the info below, here are the key take-aways:
1. The factory exhaust pipe diameter is usually a good choice for most vehicles.
2. The muffler manufacturers are doing all the math for us – no need to reinvent the wheel. If they say it will work for your vehicle, it will
probably work for your vehicle.
3. We’ve got an easy-to-read exhaust system size table that is good for quick calculations.
Breaking Down The Problem
While we’re not going to go through and list out all the formulas and calculations you need to figure this exactly, we will break down the problem,
explain how you would go about figuring things out scientifically, and then leave you with some good quick-and-dirty exhaust system math as well as
some interesting links.
The science goes like this…
1) Mass of air that the engine breathes in + mass of fuel = mass of exhaust gases
Conservation of mass, right?
2) To calculate the volume of air the engine takes in, we multiply the displacement of the engine by the engine RPM and then divide by two (it takes
two full revolutions for the engine to exhaust it’s entire air volume). We then convert that to volume to mass.
3) To make the calculations easy, you want to assume that combustion is perfect, i.e. there aren’t any byproducts, any unburned fuel, etc. It’s easier
to assume perfect combustion and then “back in” to the actual numbers using an estimate after the fact.
4) Since you’re assuming perfect combustion, it’s easy to figure out how much fuel mass is added to the exhaust.
5) Once you know the mass of the exhaust gas, you just figure out how much volume that mass would occupy. Of course, you have to adjust for expansion
due to the high exhaust gas temperature.
That’s it! Of course, when you sit down to figure it, you’ll find that getting a good scientific estimate takes a lot of work (which is why we don’t
bother with it here).
Quick and Dirty Exhaust System Math
Easy Way To Estimate: Your intake system needs to flow 1.5 CFM per engine horsepower, and your exhaust system needs to flow 2.2 CFM per engine
horsepower.
Good Way To Estimate: Take engine RPM x engine displacement, then divide by two. This is the intake volume. Use this same volume of air for the
exhaust system, but then correct for thermal expansion (you need to know exhaust temps to figure things out).
Exhaust Pipe Size Estimate: A good section of straight pipe will flow about 115 CFM per square inch of area. Here’s a quick table that shows how many
CFM each common pipe size will flow, as well as the estimated max horsepower for each pipe size:
NOTE: These numbers are just estimates. All pipes are assumed to be 16 gauge steel.
The table above is probably over-estimating pipe size, but you can see that a 400 hp vehicle with a dual exhaust system only needs 2 1/4 – 2 1/2 inch
pipes. Anything larger is overkill.
Useful Links
Great forum discussion that really discusses the details of the scientific calculations: http://www.eng-tips.com/viewthread.cfm?qid=104735
An interesting discussion of header pipe designs: http://victorylibrary.com/mopar/header-tech-c.htm
A good general article about designing the perfect exhaust system: http://www.popularhotrodding.com/enginemasters/articles/hardcore/0505em_exh/index.html
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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 06.01.14 11:13
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Kui välja jätta kõik see teadus, mis väljalaske suuruse ümber tiirleb ja läheneda talupoja mõistusega, siis loogiliselt võttes võiks väljalaske
ehitamisel lähtuda WG ja vile outlet suurustest? Näiteks K24/7000 outlet on 46 mm ja WG erinevatel andmetel 30-34 mm, siis need numbrit kokku liites
peaksime saama single toru suuruse. Seega 46+30 = 76 mm.
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torque addict / in the real world four wheel drive means safety and traction
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Taavi
klubiliige
Registreerunud 21.11.04
Asukoht: Kuressaare/Tallinn
Kasutaja on eemal
Auto: UrS4
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postitati 06.01.14 12:00
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Mis loogika selline veel on? Esiteks peaks sa isegi aru saama, et stock essil ei ole mingit vajadust 3" toru järgi. Teiseks ei anna selline
diameetrite liitmine mitte mingit matemaatilist tulemust. Kui tahad ristlõikeid liita, siis tuleb tulemuseks hoopis ca 55mm.
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12.301@181km/h
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Rst
huviline
Registreerunud 06.10.04
Asukoht: Tartu
Kasutaja on eemal
Auto: hall metallik diisel Q
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postitati 06.01.14 12:05
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| Tsitaat: | Algselt postitas: Maku
Kui välja jätta kõik see teadus, mis väljalaske suuruse ümber tiirleb ja läheneda talupoja mõistusega, siis loogiliselt võttes võiks väljalaske
ehitamisel lähtuda WG ja vile outlet suurustest? Näiteks K24/7000 outlet on 46 mm ja WG erinevatel andmetel 30-34 mm, siis need numbrit kokku liites
peaksime saama single toru suuruse. Seega 46+30 = 76 mm. |
Läks natsa nihu vist. Ma arvan, et sa mõtlesid ikkagi 46mm ja 30mm torude ristlõike summat ~2370mm2, mis võrdub ligikaudu 55mm toru ristlõike summaga
2375mm2.
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ex-Audi S4 2.2T - 609hp/846Nm rattast mõõdetuna
10.9sec@210km/h, 1km 268km/h, 1miil 295km/h
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 06.01.14 12:07
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| Tsitaat: | Algselt postitas: Taavi
Mis loogika selline veel on? Esiteks peaks sa isegi aru saama, et stock essil ei ole mingit vajadust 3" toru järgi. Teiseks ei anna selline
diameetrite liitmine mitte mingit matemaatilist tulemust. Kui tahad ristlõikeid liita, siis tuleb tulemuseks hoopis ca 55mm. |
Eks
neid vastuargumente oskaksin isegi tuua mitmeid, kuid antud arvutuskäiguga panin puusse tõesti. Ei tea, mis kohaga ma sel hetkel mõtlesin.
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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 06.01.14 12:37
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See rumalamapoolne idee sai siia kirja ühest kirjatükist, mida kunagi lugesin, kus oli öeldud ühe Volvo väljalaske kohta, et väljalase peaks olema
vähemalt sama suur kui vile outlet. Antud juhul oli lihtsalt sisese WG-ga vile. Selle vile outleti ma ei mäleta aga polegi oluline, samas oma loogika
võib siin sees olla, sest näiteks stock kaks-kahel on DP sisemine mõõt ca 57 mm.
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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 30.01.14 17:03
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| Tsitaat: | Algselt postitas: ranx
Ise proovisin kunagi STR-i kolde ära ,tundus küll maha visatud raha ,mitte mingit muutust paemuse poole ,ning kokkuvõttes vahetasin ikkagi rs2 kolde
vastu. Piisab ju nende kahe kolde kõrvuti võrdlemisest ,et aru saada mis STR-il viga on ,isegi originaal aan-i koldel on kerge gaaside suunamine
turbo suunas ,STR on nagu ühisanum kolle ,ning paljudel vabalt hingavtelgi tundub see voolavam olevat. |
http://www.s2forum.com/forum/showthread.php?t=60091&page=3
Had the car for map 2 weeks ago, but my coils where bad and I had to much backpressure, so Im waiting for a Wagner manifold.. Only got 290whp, and
was hoping for a little over 400 The manifold I have is something like the str manifold and have no collector, so I think maybe thats why there were
so much backpressure..?
And again last week with a Wagner manifold.. I got to much backpressure with the old manifold, so could not run more than 1,5 bar boost, but the car
woke up and was much nicer at the same boost with the wagner..
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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 01.02.14 07:40
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| Tsitaat: | Algselt postitas: Maku
See rumalamapoolne idee sai siia kirja ühest kirjatükist, mida kunagi lugesin, kus oli öeldud ühe Volvo väljalaske kohta, et väljalase peaks olema
vähemalt sama suur kui vile outlet. Antud juhul oli lihtsalt sisese WG-ga vile. Selle vile outleti ma ei mäleta aga polegi oluline, samas oma loogika
võib siin sees olla, sest näiteks stock kaks-kahel on DP sisemine mõõt ca 57 mm. |
Võis olla SEE.
The turbo exhaust outlet on an "R" turbo has in inside diameter of 76mm. The factory downpipe has an inside diameter of just 68mm at the inlet
and necks down to an outer diameter of 62mm at the first bend which causes spent exhaust gases and heat to back up into the turbo housing. This
extreme heat backing up into the exhaust housing can lead to shortened turbo life and cracks developing in the housing.
The ELEVATE 3.5" Downpipe has an inside diameter of 86mm at the inlet and an outside diameter of 89mm throughout which offers significantly more
volume for the turbo to breathe into. A smooth transition tapers down to a 3" outside diameter to increase exhaust velocity and merge with the
factory exhaust system or the ELEVATE Sport Exhaust System. Naturally, maximum benefit and power will be achieved when the ELEVATE Downpipe and
ELEVATE Sport Exhaust System are used in conjunction with each other.
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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 01.02.14 07:43
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3-Inch Vs. 3.5-inch Exhaust Test - Tech
http://www.modified.com/tech/modp-1102-exhaust-test-tech/
For modified turbocharged cars pushing 300 to 600 whp, the most common exhaust size seems to be 3-inch. Some big-turbo cars use 4 inches at the
expense of increased noise and decreased ground clearances, which is enough to deter many away from the larger-diameter piping. With piping sizing
becoming more diverse, the option to go to a 3.5-inch diameter is now a viable choice. Experts say a 3-inch exhaust is fine for sub-800-whp levels
like our Toyota Supra test car, but how much is being left on the table?
While a half-inch may not sound like much, it equates to a 36 percent increase in volume, and we wanted to find out if there's actually a real-world
difference. We also compared a 3.5-inch open dump wastegate system against our current 3-inch recirculated piping to see how well the additional flow
would aid in reaching peak boost.
Toyota Exhaust Test Exhausts The 3-inch exhaust (left) versus the MKC/MagnaFlow 3.5-inch system (right). This test alon
3.5-inch Exhaust Test (Downpipe back)
Modified by KC in Kansas City was kind enough to build our 3.5-inch exhaust and let us perform our testing on its Dynojet 424x, with pump fuel maps
with methanol injection. Using 304 stainless tubing and a 3.5-inch, free-flow muffler (including a 5-inch tip from MagnaFlow), MKC fabricated the
entire exhaust system from the existing 3-inch downpipe on the car.
Once fired up, the new exhaust clearly displayed a deeper tone at idle, but thankfully, it was only marginally louder. We wanted to perform this first
test without increasing downpipe size simply out of curiosity, but we weren't expecting significant gains.
Our 3-inch exhaust baseline netted 527 whp at 19 psi. With the 3.5-inch exhaust, it climbed to 567 whp with a peak gain of 66 whp at 6000 rpm in
fourth gear. At 29 psi, we went from a baseline of 699 to 740 whp. Peak gains here were 52 whp at 6100 rpm. The icing on the cake is the fact the
turbo spools up a 150-200 rpm quicker with the larger-diameter exhaust.
Toyota Exhaust Test Installing Surprisingly, the 3.5-inch system fits nice and snug against the Supra's underbody.
3.5-inch Downpipe Test (Full Exhaust)
Fabricating a custom downpipe on a Supra with the engine still in the car is a tedious and costly job. And while there are a few outfits with 4-inch
setups, 3.5-inch is almost nonexistent. Fortunately, our friends at Powerhouse Racing (PHR) in Texas sell a 3.5-inch downpipe and mid-pipe
specifically for HKS-style manifolds, the same used on our SP turbo kit.
The PHR system is sold complete with hardware and black Extreme 2000 HPC coating to cope with the heat. Each kit also includes a Toyota Oxygen sensor
two-bolt flange and wideband sensor bung with ceramic coating and V-band flanges. Since it is a true 3.5-inch system and our turbocharger's housing
exit is 3-inch, MKC fit an inch-long 3.0- to 3.5-inch "step-up" with 3-inch V-band to fit the turbo housing.
With the short bottleneck still at the turbo exit, our expectations weren't optimistic - once again, we were pleasantly surprised. Although gains
didn't start until the exhaust was flowing at least 500 whp, at 19psi we hit 610 whp with a peak gain of 52 whp at 7000 rpm from the downpipe alone.
Compared to our baseline, at this boost setting, the entire exhaust system is netting a whopping 103-whp gain!
Toyota Exhaust Test Parts
Setting the boost back up to 29 psi, the larger 3.5-inch system started to expose the octane limits of our engine with pump fuel still coursing
through its veins. At 764 whp, the AEM EMS pulled a couple of degrees of timing up top, limiting the gains to 30 whp at 6100 rpm. Still, compared to
our first baseline, our total gain was now up to 70 whp at 6100 rpm with the full 3.5-inch exhaust. With a couple gallons of race fuel in the mix,
surely we could have clipped the 775-whp mark.
While many turbo cars out there use 3-inch exhausts, we've proven that a hefty amount of horses are left in the stable when doing so. In
fact, with just the 3.5-inch rear section, 20-whp gains started as low as at the 300-whp level and kept climbing. With PHR's downpipe, those gains
mattered more at 500 whp.
If there is one drawback, the new system is significantly louder during cruising with the MagnaFlow muffler. However, MagnaFlow does sell a small
3.5-inch resonator that would further reduce sound decibels if added. At wide-open throttle, the car isn't a whole lot louder, even with our open
dump pipe. It's simply deeper and way more menacing.
With a better sound, more power and a quicker spool up, it's safe to say the move to 3.5-inch piping is a worthwhile modification to this Supra, and
we'd expect it to help most other large turbo cars in this power range as well.
Toyota Exhaust Test Downpipe Midpipe
The PHR 3.5-inch downpipe and mid-pipe combo is a true 3.5-inch system with 3.5-inch V-ban
Toyota Exhaust Test Parts
Toyota Exhaust Test Close Up
Clutch Woes on the Way to 700 whp Having suffered a clutch failure from a broken pressure plate strap a few years ago (which took out our costly
transmission housing), we vowed never to use a strapped clutch again. We had to order a new transmission housing from Toyota World, which also rebuilt
our 6-speed Getrag transmission, and we were still out a clutch.
Thankfully, we found a clutch that's really been working for us. The RPS billet twin carbon clutch uses a strapless pressure plate and features a
machined billet aluminum cover. RPS reports this clutch to be 6 lbs lighter than a standard clutch, making it ideal for racing or drifting.
The RPS clutch has not only been problem-free for the past 4K miles, it's ultra-smooth engagement makes it extremely streetable, enough to allow you
to parallel park on the streets of San Francisco. It also has a stock-like feel at the pedal, which isn't bad for a clutch rated to withstand 800
ft-lbs of torque - well north of the torque we're seeing.
Toyota Exhaust Test Dyno
All told, at our mid-range 19-psi boost level we gained a whopping 103 whp with a 200-rpm
Toyota Exhaust Test Dyno
At high boost, our total gain equated to 70 whp at 6100 rpm, but easily could've been high
Unfortunately, the dyno wasn't picking up the car's tachometer reading, so we couldn't plot power and torque over rpm. However, our peak torque
reading in the 764-whp run was 630 ft-lbs.
80-120 MPH DYNO ACCELERATION, FOURTH GEAR
BASELINE 3.5" EXHAUST 3.5 DP/EXH*
19 psi 2.54 seconds 2.54 seconds 2.24 seconds
29 psi 2.00 seconds 1.88 seconds 1.84 seconds
*8 degrees (F) hotter that day
Test Notes
All runs were done within three days and an 8-degree Fahrenheit temperature variance, the hottest being the last day. We digitally monitored water and
intake manifold air temperatures for accuracy and consistency. All runs were performed with no changes made to the tuning and using 93 octane with
methanol injection for fuel.
Read more: http://www.modified.com/tech/modp-1102-exhaust-test-tech/#ixzz2s3PdaTPA
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torque addict / in the real world four wheel drive means safety and traction
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prj
klubiliige
Registreerunud 04.12.08
Asukoht: Tallinn
Kasutaja on eemal
Auto: S8 D4, A4 B9 2.0TQ, Cupra Born
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postitati 01.02.14 11:27
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Seal oli probleem puhtalt kasutatud püttides, mitte toru suuruses.
Samuti mõõdetakse seda asja normaalselt nii, et peale turbot on downpipes rõhuandur, siis on näha kui palju ja kas üldse takistab.
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 02.02.14 20:40
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| Tsitaat: | Algselt postitas: Maku
Täna mõõtsin S2 coupe väljalaske (Hannese sinise oma) üle ja seis selline:
1. downpipe ~70MM;
2. katalüsaatorite asendustorud 2 x ~54MM;
3. peale katalüsaatorite asendustorusid 2 x ~64MM;
4. enne eelviimast pütti üheks toruks kokku 1 x ~70MM;
5. eelviimase püti pikkus ~300MM;
6. eelviimase püti ja viimase püti vahel 1 x ~70 MM;
7. viimase püti pikkus ~450MM;
8. summutaja otsatorud 2 x ~70MM.
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Mõõtsin stock S2 3B-l väljalaske torud üle ja sain umbes-täpselt sellised andmed: downpipe ca 67,5 mm; enne katte torud 2 x ca 54
mm; enne eelviimast pütti üheks toruks kokku ca 63,5 mm; kahe püti vahel ca 60 mm; viimasest pütist välja 2 x 50 mm; summutiotsad 2 x 60 mm.
Tagantjärgi kahtlen mõnes mõõdus aga küll ma need asjad veel üle vaatan.
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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 02.02.14 21:18
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| Tsitaat: | Algselt postitas: prj
Seal oli probleem puhtalt kasutatud püttides, mitte toru suuruses. |
Kust Sa selle välja lugesid?
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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 04.02.14 18:16
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| Tsitaat: | Algselt postitas: Taavi
Esiteks peaks sa isegi aru saama, et stock essil ei ole mingit vajadust 3" toru järgi. |
Tsiteerides seda postitust:
| Tsitaat: | Algselt postitas: Maku
Jay Kavanaugh, a turbosystems engineer at Garret, responding to a thread on www.impreza.net regarding exhaust design and exhaust theory:
Again, less pressure downstream of the turbine is goodness. This approach minimizes the time-to-boost (maximizes boost response) and will improve
engine VE throughout the rev range.
As for 2.5" vs. 3.0", the “best” turboback exhaust depends on the amount of flow, or horsepower. At 250 hp, 2.5" is fine. Going to
3" at this power level won’t get you much, if anything, other than a louder exhaust note. 300 hp and you’re definitely suboptimal with 2.5".
For 400-450 hp, even 3" is on the small side.” |
kipun pigem arvama, et mõningane kasu võib sellest siiski olla.
Kui suur, on iseasi. Ja sellesama tsitaadi taustal tundub see tabel paika pidavat. Kui arvestada K24/7000 max tootlikuseks 220 kw ehk 300 hp, siis võiks downpipe olla
70-76 mm. Eks prj oskab paremini öelda, mis selle vile reaalne max tootlikus on.
RS2 vile tootlikus on ca 380 hp, mis tähendab, et downpipe võiks olla 76-82 mm.
Holset HX35 Superi tootlikus on ca 450 hp, mis tähendab, et downpipe võiks olla 3,5" ehk 89 mm. Ja kui kõhu all kitsas on, võiks seal vedada
2x2,5".
Minu arutelu on puhtalt teoreetiline ja mõeldud ümberlükkamiseks reaalsete näidetega.
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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 05.02.14 19:32
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AUDI Coupè S2
Quattro 2.2i Turbo (230 Hp) ' 90 ->
OEM
Claimed data:
Horsepower 230Hp at 5900 rev/min
Torque 350 Nm at 1950 rev/min
Actual data:
Horsepower 239,1 Hp at 6415 rev/min
Torque 345,6 Nm at 2850 rev/min.
Supersprint
- Downpipe 764011
- Centre 765103
- Rear muffler 765104
- Endpipe 765116
Actual data
Horsepower 250,3 Hp at 6390 rev/min
Torque 374,1 Nm at 3150 rev/min.
AUDI 80 B4
(Sedan+ Avant) 2.2i S2 Turbo Quattro (230 Hp)
OEM
Claimed data:
Horsepower 230 Hp at 5900 rev/min
Torque 350 Nm at 1950 rev/min
Actual data:
Horsepower 239 Hp at 6350 rev/min
Torque 353.5 Nm at 2820 rev/min
Supersprint
Kit of pipes for turbo charger + Kat. 764021
Centre exhaust 764003
Rear exhaust 764006
Actual data:
Horsepower 250 Hp at 5760 rev/min
Torque 403.5 Nm at 2590 rev/min
Kupee kohta on küll kirjutatud "100% Stainless steel system, 2 X Ø 70mm" aga on ilmselt näpukas ja tegemist on siiski "Oversize Ø 70mm system, 100%
Stainless steel" süsteemiga nagu ka teistel keremudelitel.
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torque addict / in the real world four wheel drive means safety and traction
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Taavi
klubiliige
Registreerunud 21.11.04
Asukoht: Kuressaare/Tallinn
Kasutaja on eemal
Auto: UrS4
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postitati 16.02.14 18:48
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3" katalüsaator
Oskab keegi soovitada, mis kat panna sellisele 300-400kw 2.2T mootorile? Ideaalis võiks olla selline, mis läbib TÜV ka 2 aastat peale alla panekut.
Kust osta ning mis tootja oma? Launch control vist muidugi tapab katti omajagu, seega läheks hädapärast ka selline loosi, mis lihtsalt TÜV läbib ja
hiljem toruga asendada. Eelistaksin muidugi nö püsivat. Tean juba ette, et ega hiljem seda alla ja alt ära kruvida ei viitsi.
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12.301@181km/h
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Kuits
klubiliige
Registreerunud 01.11.07
Asukoht: Tln/Röa/Laimjala/Viru-Nigula
Kasutaja on eemal
Auto: 2x B5Q, B3, 2xC4 TDI, GMT 199
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postitati 16.02.14 18:59
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Päris palju tuli tulemusi Magnaflow katile. Kas see poleks sobiv?
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Vorsprung durch Drehmoment !
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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Maku
klubiliige
Registreerunud 28.01.03
Asukoht: Eesti Vabariik
Kasutaja on eemal
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postitati 17.02.14 10:36
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Natuke veel kattide kohta: Milltek Hi-flow Sports
Cats
Your original catalytic converter will typically have 400 or 600 cells per square inch (cpsi), these original cats are restrictive in their flow,
typically allowing an open area of around 55-65%.
A Milltek Sport Hi-flow Sports Cat which will be fully integrated into a large bore downpipe, has only 100-200 cpsi depending on application. These
cats have an open area of between 75-85%, thus reducing back pressure substantially and increasing flow rates, all very desirable for extracting more
performance, especially on turbocharged engines. Emission levels are maintained at legal limits by careful selection of the volume of the metallic
substrate. Lambda probe positions remain unchanged from the original equipment.
Milltek Sport Hi-flow Sports Cats work exceptionally well on re-mapped (chip tuned) engines. See below for an example of the power and torque gains
that can be achieved.
Milltek Sport Hi-flow Sports Cats are made from a special stainless steel containing aluminium (called 'Fecralloy'). This material was developed in
England in the 1970's specifically to provide resistance to oxidation at very high temperatures.
The material is used as a very thin strip (2 thousandths of an inch) and is coiled together to make a honeycomb structure. Because the metal strip is
so thin, the honeycomb has a very low flow-obstruction. To reduce the flow-obstruction even further, the honeycomb is made with 100 or 200 'cells'
(i.e. channels) per square inch compared with 400 or 600 per square inch for a standard catalyst.
The result is that about 85% of the total cross-section is open. The honeycomb is held together by using a special nickel-based brazing material which
is applied in a vacuum. The finished honeycomb is then coated with Aluminum Oxide, some rare earth metals and Platinum and Rhodium. The Platinum and
Rhodium are applied at a rate of 25 grams per cubic foot, which compares with between 5 and 10 grams per cubic foot for typical US aftermarket
items.
It is normal practice in Europe to use much higher quantities of precious metals on catalysts, because European gasoline has more impurities in it
which gradually poison catalysts. If catalysts with such high levels of precious metals are used with US fuels, the post-catalyst emissions are
extremely low and the durability of the catalysts is very good indeed.
Raiksi kuubikul on näiteks 200-ne katalüsaator all.
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torque addict / in the real world four wheel drive means safety and traction
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