Get Adobe Flash player

 
Tänane kuupäev 28.03.2024 11:33

Kõik kellaajad on UTC + 2 tundi [ DST ]




Tee uus teema Vasta teemale  [ 16 postitust ]  Mine lehele 1, 2  Järgmine
Autor Sõnum
 Teema pealkiri: Turbo spekid
PostitusPostitatud: 01.02.2005 14:49 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 21:25
Postitusi: 250
Asukoht: Tallinn
Teen selle teema, kuna Ost/Müük foorumit lugedes võib aru saada, et osadel inimestel on arusaam, et on ainult ühes suuruses T3 turbot ja ühes suuruses T28 jne. Ja, et T3 on kindlasti suurem kui T28 jne. Panen siia ühe lingi, mis võrdleb Nissaninitele peale pandud turboid ja pastein kaks artiklid autospeed.com'ist (soovitan registeerida, sest seal on kõvasti igast muud vajalikku infi). Kogu selle teema point oleks, et T25 võib olla suurem, kui T28 ja T28 võib olla suurem kui T3. T28 või T3 tähendab siiski kuuma poole ja kollektori ühenduse tüüpi. Kui adminid leiavad, et mingi muu alateema oleks sobivam, siis tõstke ringi.

Minu pandud artiklid hindavad Jaapani/Austraalia speki turbosid, nii et Euroopa/USA samade autode turbod võivad erinevad olla.

Nissani turbod (max rating arvatavasti ratast) - orig Published in Zoom magazine - Issue 42
http://web.archive.org/web/200401040822 ... turbos.htm


Kui keegi leiab sarnaseid linke või artikleid võiks siia pasteda. Puudu näitkes Euro turboautode turbo spekid (Audi, Saab, Volvo, Ford jne.)

_________________
constant turbo lag (NA)
Rapla: 55.1, Sauga: 1.05.5


Viimati muutis jk, 01.02.2005 15:13, muudetud 2 korda kokku.

Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 14:55 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 21:25
Postitusi: 250
Asukoht: Tallinn
www.autospeed.com Used Turbo info - part one http://www.autospeed.com/cms/A_2245/article.html



Second-hand Japanese turbochargers are a great way to add power to an engine. It doesn’t matter if you’ve got an atmo engine you want to boost or you want to step up to a bigger huffer on your factory turbomotor - second-hand Japanese turbos are extremely cost-effective.

But what range of turbos is available, you ask?

Well, here we scour a local import wrecker and uncover everything from a tiny Kei-class turbo to a big Toyota ‘charger capable of 206kW in factory guise. And don’t think you’re limited to an engine output of around 206kW. There’s nothing to stop you installing multiple turbos to an engine – a pair of those 206kW Toyotaturbos would be ideal to turbocharge a big-cube V8 to around 450kW!

In this two-part series we give you the specs of thirteen Japanese-import turbochargers. Let’s go!

Meet the Turbos...

IHI RHB31

The smallest turbocharger we’ve seen fitted to a production engine is the IHI RHB31. This turbo is used on various Japanese Kei-class cars including Suzuki and Daihatsu.

We’re told this particular turbocharger comes from a Suzuki 660cc engine which, like all Kei-class engines, is limited to 47kW. Experience tells us this turbo can be wound up to more than 1.0 Bar of boost and about 75kW – but don’t expect it to last very long. These very small turbos aren’t particularly durable, despite having a water-cooled core.

The compressor inlet of this little ‘un is less than 30mm and the discharge nozzle measures 26mm diameter. A 2-bolt flange is used at the compressor inlet and discharge nozzle – there are no slip-over hose joints. The turbine wheel is fed exhaust gasses through a 24mm diameter passage in the triangular mounting flange. Three bolts attach the turbine to the exhaust manifold and four bolts connect the dump pipe.

The extremely compact dimensions of this turbocharger allow it to be mounted in very tight spaces. If you’re keen, you could probably squeeze a pair of these turbos under the bonnet of a N12 Nissan Pulsar/EXA turbo. Alternatively, you might have a small-to-medium size motorcycle you want to turbocharge...

IHI RHB5 VJ11

Another IHI manufactured turbocharger is the RHB5 VJ11, as fitted to the Mazda F2 2.2 litre engine. This engine is employed in the Mazda MX-6/626 and the Ford TX-5 cousin.

Despite displacing a considerable 2.2 litres, the F2 engine has a relatively low power output of 108kW. Not surprisingly, the F2’s turbocharger is quite small in comparison to other engines of similar capacity. We suggest the effective limit of this turbocharger is about 140kW.

The IHI RHB5 VJ11 draws induction air through a 45mm compressor inlet and blows it out through a 43mm discharge nozzle. A slip-over hose joint is used at each side of the compressor. Exhaust gasses enter the 44mm turbine passage and the 4-bolt mounting flange measures 74mm square. The dump pipe is a 5 bolter.

Note that the IHI RHB5 turbo is factory fitted to various engines and there are several subtle variations. These variations might come in handy if you want to mix and match IHI parts to create a unique compressor/turbine combo.

HI RHF5 VJ26

We’re not 100 percent sure on the origin of this turbo but it appears to be from the Japanese-market Mazda Familia GT-R (essentially a STi or Evo equivalent of the Mazda’s Familia AWD turbo). The turbocharger is identified as an IHI RHF5 VJ26.

In factory form, the Familia GT-R’s 1.8 litre engine is rated at 154kW and the turbocharger is sized to give rally teams scope for more power. Two-hundred kilowatts is reliably within reach of this turbocharger. Note that the core features a ball bearing for enhanced boost response and strength. The core is also water-cooled.

The RHF5 VJ26’s compressor inlet is 45mm diameter and the discharge nozzle is 43mm (the same as the above RHB5 VJ11). We were unable to measure the diameter of the turbine passage because the exhaust manifold was still attached but we can tell you the 4-bolt flange is 74mm square. Note that this flange appears identical to the RHB5 turbo sampled above. The dump pipe also needs 4 bolts.

This is a great, medium-size roller bearing turbocharger. It’s a pity there aren’t many around.


Nissan/Garrett RB25DET (T3 style)

The Garrett T3-based turbocharger from Nissan’s RB25DET engine is one of the biggest OE Japanese turbos you can buy. They’re also relatively easy to find because they’re factory fitment to the ever-popular R33 Skyline GTS25T.

One of the biggest attractions of this turbo is its sophisticated design – it uses a water-cooled core with a roller bearing, ceramic turbine and lightweight compressor. These factors contribute to a very fast spool-up time.

In standard form, the RB25DET engine generates 187kW and we have seen the standard turbo pushed to around 250kW in some applications. At this output, however, the ceramic turbine is likely to fail – especially when held at high load for extended durations.

The RB25DET turbocharger employs a 60mm compressor inlet and a 38mm discharge nozzle. The compressor housing is identified with a 0.40 A/R. On the exhaust side, the turbine inlet passage is 65 x 45mm and the mounting flange measures 110 x 70mm. The turbo connects to the exhaust manifold with 4 bolts and the dump pipe is attached by 6 bolts.

This is a great turbo for any engine making less than 250kW.

Nissan/Garrett VG30DET (T3 style)

In Japan during the early ‘90s, Nissan offered a range of large luxury sedans powered by a single turbo version of the VG30 quad-cam V6 (aka VG30DET). These vehicles include the Leopard, Laurel and Cima.

The VG30DET uses a large-frame T3-style turbocharger, similar to the unit on the RB25DET. Factory output for the VG30DET is 187kW. Power can be increased to more than 200kW but – like the RB25DET turbo - its ceramic turbine wheel can fail under duress. The core uses only a conventional bearing but it does feature water cooling.

The compressor inlet to this turbocharger measures 60mm diameter at its mouth. The compressor outlet uses a 3-bolt flange arrangement but we were unable to measure the nozzle diameter. However, if the RB25DET turbocharger is anything to go by, we imagine the nozzle diameter is around 38mm. The turbine is fed through a 65 x 45mm passage with a 110 x 70mm mounting flange. This is identical to the RB25DET. Four bolts join the turbo to the exhaust manifold and 5 bolts connect the dump pipe.

These often-overlooked turbos are very similar to the RB25DET turbocharger. It is rumoured that late-model versions of the VG30DET turbocharger use a ball bearing centre.

Nissan/Garrett RB26DETT (T28 style)

he Skyline GT-R engine uses a pair of T28 turbochargers to achieve its 206kW claimed output.

Just one of these turbochargers can be employed on engines making about 120kW, so long as the ceramic turbine isn’t pushed beyond its limits. A single R32 GT-R turbo is ideal for, say, a 1.5 litre four cylinder with a few breathing mods.

The GT-R compressor inlet is 53mm diameter but, again, we were unable to measure the discharge nozzle diameter. The compressor is marked with a 0.48 A/R ratio. On the opposite side, the GT-R turbo uses a 38 x 50mm turbine passage and a 63 x 93mm mounting flange. The turbine housing is also marked with a 0.54 A/R. The mounting flange and dump pipe are 4-bolters.

Note that this turbocharger uses the same turbine mounting flange as the S14/S15 200SX, Pulsar GTi-R and various other Nissan turbos. This makes conversions easy.

Nissan/Garrett T2

One of the first turbocars to appear in Australiais the Nissan Pulsar/EXA turbo.

Using a new generation ‘small frame’ Garrett T2 turbocharger, the E15ET engine is factory rated at up to 86kW (in Australian guise). These turbos are comfortable at well over standard boost (about 7 psi) and can capably be used for around 110kW in a street application. Push the envelope to about 120kW and its efficiency falls away dramatically. Note that early versions of this turbo (as photographed) are air-cooled, but later versions use a water-cooled core for improved durability.

The T2’s compressor inlet is 45mm diameter and the discharge nozzle is flared to 52mm at the slip-on hose connection. The compressor housing is also marked with a 0.48 A/R. Exhaust gas passes through a 50 x 39mm turbine passage and the mounting flange is 63 x 93mm. The turbine and dump pipe both connect with 4 bolt flanges.

Interestingly, the little T2 turbo uses the same turbine mounting flange as some larger T25 and T28 turbochargers. This means Skyline GT-R, S13/S14/S15 and Pulsar GTi-R turbos will bolt up to the same manifold.

T2 turbos are pretty easy to find and servicing parts are readily available. If you have the choice, go for the longer-lasting water-cooled version.

_________________
constant turbo lag (NA)
Rapla: 55.1, Sauga: 1.05.5


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 15:05 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 21:25
Postitusi: 250
Asukoht: Tallinn
www.autospeed.com Used Turbo info - part two
http://www.autospeed.com/cms/A_2247/article.html

In Part One of this two-part series we started checking out the specs of thirteen second-hand Japanese-import turbochargers. Now we’ll examine the remaining six turbos and look at pricing.

Meet the Turbos (Cont.)...

Toyota CT26 (7M-GTE Supra)

One of the most potent turbochargers in the Japanese-import market is the CT26 from the Toyota 7M-GTE. This engine comes fitted to the MA70 Toyota Supra.

The 7M-GTE is factory rated at 179kW and is commonly tweaked to more than 230kW with the standard turbo. Some owners push the engines to around 300kW with the turbo custom modified to ‘high flow’ specs.

The power potential of this turbo is huge.

Released in the late ‘80s, the CT26 turbo is recent enough to use a water-cooled centre core – a factor that contributes to its renowned reliability. The Supra’s compressor inlet is a gigantic 72mm diameter and the compressor discharge nozzle is 57mm. Both use a slip-on hose fitting. On the exhaust side, gasses pass through a 60mm diameter turbine passage and the mounting flange is 106 x 87mm. The exhaust manifold and dump pipe are attached with 4 bolts.

Note that the CT26 turbo was released in various different guises to suit everything from the 3S-GTE powered Celica GT4/MR-2 to the turbo-diesel LandCruiser. The CT26 fitted to the 3S-GTE 2.0 litre engine is easily identified by its twin-entry turbine housing.

Toyota CT20 (1JZ-GTE VVT-i Single Turbo)

The late-model Toyota 1JZ-GTE engine is very different to the earlier versions that most people recognise. While the early 1JZ uses a pair of compact turbochargers, the later version employs VVT-i technology and a large-capacity CT20 single turbo.

This is one of the sweetest Japanese import turbochargers you’ll stumble across.

The 1JZ-GTE is rated at the Japanese-regulation 206kW output and, looking at the physical size of the compressor and turbine, we guess this turbocharger can crank a massive 250kW without problems. The only limitation is the strength of its ceramic turbine wheel. As far as we can determine, this turbocharger uses a conventional-style centre bearing with water cooling.

The compressor inlet to this turbo measures 57mm diameter and the discharge nozzle (which uses a 2 bolt flange) is 45mm. The turbine passage is 48mm diameter and the mounting flange is 74 x 98mm. Four bolts connect the exhaust manifold to the turbine and five bolts are necessary for the dump pipe.

The 1JZ-GTE VVT-i CT20 is a fantastic, late-model turbocharger for big power applications.

Note there are a few smaller turbochargers available in the CT-series. CT8, CT9, CT10 and CT12s are found on everything from Starlet turbo engines to Supra RZ twin-turbos.

HT18 (Mazda 12A Turbo)

The first turbocharged version of the Mazda rotary engine employs this particular turbo – a Hitachi HT18.

In factory guise, the non-intercooled 12A turbo produces 121kW at 6000 rpm. Standard boost pressure is around 6 psi. From a Do-It-Yourself perspective, the HT18 turbo can be used on piston engines displacing up to about 1.6 litres and generating less than 150kW. Note that this is a pretty old turbocharger, so it isn’t water-cooled.

The HT-18 compressor inlet measures 60mm diameter and the discharge nozzle is 53mm. On the exhaust side, the turbine passage is 59 x 46mm and the mounting flange is 108 x 69mm. Four bolts connect to the exhaust manifold and five bolts attach the dump pipe.

This turbo is an aging design – we suggest chasing something more modern.

TC05-12A (Mitsubishi G63B)

Also from the early ‘80s is the TC05-12A turbocharger as used on the 2.0 litre G63B powered Mitsubishi Starion.

In standard form, the G63B turbo engine makes anywhere from 110kW to 125kW - depending on spec and market. We’d be comfortable using the TC06-12A for up to 150kW but, again, this turbo is only air-cooled so don’t expect tremendous durability.

The compressor inlet is 53mm diameter and the discharge nozzle is flared to around 54mm. The turbine passage is 46mm diameter and the 4 bolt mounting flange measures a 99 x 77mm. The dump pipe is a simple 3 bolter.

This might be a bolt-on for some Mitsubishi engines, but be aware that it another aging design.

TD05H ‘14G’ (4G63 Mitsubishi Galant VR4)

There are a variations of the TD05 series turbocharger – the Mitsubishi Galant VR4 (non Evo or RS) uses one of the smallest.

The VR4’s TD05H is commonly known as the ‘14G’ and, in Japanese form, is used to generate 151kW. Tuners around the world have tweaked the VR4’s 4G63 engine to well over 200kW, though reliability suffers near this level. This turbo is water-cooled but it is notorious for cracking at various points in the turbine housing. Check this out carefully before handing over any money.

The TD05H 14G uses a compressor inlet of 54mm and the end of the outlet pipe (which is bolted on) measures 50mm. The VR4’s relatively small 0.50 exhaust housing uses an 82 x 92mm mounting flange. The exhaust manifold and dump pipe attached with 4 bolts.

This is a good, streetable turbocharger for applications best below 200kW. There are also plenty of rebuild and ‘high flow’ parts available to suit.

TD04HL (4G63 Mitsubishi RVR)

Like the Galant VR4, the Japanese-market Mitsubishi RVR sports wagon is powered by a 4G63 engine. In the RVR, however, the engine is essentially Evolution-spec.

The RVR engine is listed with a healthy 169kW but, curiously, it employs a smaller turbo than the less powerful VR4 engine. The RVR uses a little TD04HL, which is quick to spool up but has limited scope for extra power. We’d be reluctant to run this turbo past 190kW. The turbo core is water-cooled.

The compressor inlet on the TD04HL is 54mm diameter and the discharge nozzle is approximately 50mm diameter. The 4 bolt turbine mounting flange appears identical to the VR4’s at 82 x 92mm. The turbine housing is also marked with a 0.50 A/R ratio, while the dump pipe requires 5 bolts.

This turbo is a good choice for 1.6 – 1.8 litre turbo engine with basic mods.

_________________
constant turbo lag (NA)
Rapla: 55.1, Sauga: 1.05.5


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 15:08 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 21:25
Postitusi: 250
Asukoht: Tallinn
HKS turbode spekid (valmistajaks tegelikult Garret, nii et Garretil võiks samasuguseid turboid olla, aga odavama hinnaga)

http://akamai.tehnokratt.net/gems/nscw/ ... rbine.html

_________________
constant turbo lag (NA)
Rapla: 55.1, Sauga: 1.05.5


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 15:43 
Eemal
Kasutaja avatar

Liitunud: 31.01.2005 10:24
Postitusi: 21
Asukoht: Tartu
Saabide kohta tehtud sait, kuid infot on rohkem kui palju:
http://www.900aero.com/main/tech_main_turbo.htm


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 17:57 
Eemal
Kasutaja avatar

Liitunud: 13.12.2004 1:09
Postitusi: 236
Turbode tabel ja sobivus 200SX-ile

http://website.lineone.net/~jon_ed/Turbo_Table.htm

Tootja nagu HKS võtab Garreti turbo, Greddy võtab MHI omasid aga siiski tehakse need ümber oma spetsifikatsiooni järgi mida täpselt, seda HKS ei avalikusta

Mina Garreti toodetest küll midagi samasugust ei leia nagu HKS GT-RS

Mis hinda puutub siis oleneb kust osta põhiliselt aga on võimalik saada HKS isegi odavamalt nagu minu puhul oligi kui eesti turbo-firmade käest samaväärne Garret tellida


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 21:10 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 21:25
Postitusi: 250
Asukoht: Tallinn
riceboy kirjutas:
Mina Garreti toodetest küll midagi samasugust ei leia nagu HKS GT-RS


HKS GT-RS'ile vastab Garretti GT2871
HKS GT2530 Garretti vaste GT28RS
HKS GT2510 Garretti vaste on GT28R

_________________
constant turbo lag (NA)
Rapla: 55.1, Sauga: 1.05.5


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 21:59 
Eemal
Kasutaja avatar

Liitunud: 06.01.2005 20:02
Postitusi: 566
Asukoht: tln - kristiine
http://www.gcg.com.au/technical/technical.html
ei oska kuidagi kokku võtvalt öelda mis seal lingil on..
em. IHI, GARRETT, ja T (??!) floomapid ja spekid.. :P


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.02.2005 22:55 
Eemal
Kasutaja avatar

Liitunud: 13.12.2004 1:09
Postitusi: 236
jk kirjutas:
riceboy kirjutas:
Mina Garreti toodetest küll midagi samasugust ei leia nagu HKS GT-RS


HKS GT-RS'ile vastab Garretti GT2871


Aga kas ka 100% sama speciga neid on? Asi selles et Garrett 2871 on väga paljude eri specidaga aga HKS GT-RS on ainult üksainus spec ja midagi on HKS-il ka originaalset, mida võib aind oletada

Siit näen küll nubrite kohapealt erinevat asja kui gt-rs, lõppvõimsus võib muidugi sama olla
http://www.atpturbo.com/Merchant2/merch ... y_Code=GRT

Kas kellegil on Gerrett Performance productsi pdf kataloogi? Lehe pealt download ei tööta nagu


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 22.11.2005 11:41 
Eemal
Kasutaja avatar

Liitunud: 29.11.2004 10:24
Postitusi: 1750
Asukoht: tallinn, kopli
http://www.stealth316.com/2-3s-compflowmaps.htm#fm


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 23.11.2005 22:10 
Eemal
Kasutaja avatar

Liitunud: 07.03.2005 22:48
Postitusi: 131
Asukoht: Tallinn
http://www.rbracing-rsr.com/turbotech.html

Leidub mitmeid erinevaid map'e ning muudki kasulikku.


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 22.04.2007 0:22 
Eemal
Kasutaja avatar

Liitunud: 31.10.2005 15:16
Postitusi: 32
http://www.turboost.ru/catalog.php

Kataloog, nii autode, markide, mudelite kui oem ja originaal tootekoodi järgi.

Ristsobituse osa on eriti magus.

_________________
neli vedavat ratast


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 01.06.2009 15:48 
Eemal
Kasutaja avatar

Liitunud: 11.09.2007 20:50
Postitusi: 279
Asukoht: Talsinki
Äkki on kellelgi abi:
"ebay" Hiina turbo: ("T3T4 .50AR compressor .63AR turbine" jutu järgi)
Kui keegi plaanib kasutada ja mõtleb kas sobib:

Turbiin: on millimeeter siia-sinna Turbonetics Stage III .63AR rattast ja kojast. Selle järgi leiab mingid specid, aga reaalsuses liigub sealt maksimaalselt läbi gaase 16lb/min.
Sisendflants: T3
Väljundflants: "Ford" tüüpi "5-bolt".

Turbiinikojas olev WG auk: 19mm. Jääb väikeseks. Kui sisemist tahad kasutada, siis on vaja üle freesida vastavalt taldriku suurusele.
Sisend: 3" voolikuühendus.
Väljund: 2" voolikuühendus.

Kompressor: Väidetavalt .50AR aga tegelikult mõõtude järgi(eriti ratas) surfates on kõige lähedasem T04E .46 trim. Seega võib kasutada seda map-i dimensioneerimisel.

Vastu on minul pidanud hetkel 3000km. lokse pole tekkinud, suitsema pole hakanud.


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 08.10.2009 17:21 
Eemal
Kasutaja avatar

Liitunud: 21.04.2007 18:43
Postitusi: 3421
Asukoht: tln
Vaatan turbiini-mäppi ja sügan kukalt.

http://www.limitengineering.com/catalog.pdf LK 41 on valem
"Turbine Corrected Flow" arvutamiseks.
Kui võtta, et 400hj juures on kompressori õhuvool 35lb/min, EGT 813C (1500F) ja et mu .64 T25 turbiini-vool 17lbs/min, siis kollektori (TIP) rõhk peaks olema 388atm ja +2.88bar
40lb/min juures 444KPa ehk TIP = +3,44bar
Kui tahaks selle õhuvoolu juures sisse/välja-rõhu-suhte jätta alla 1:1, peaks ka boost olema 2.9-3.45bar.
Ja 1.5bar boostiga oleks ohutu lasta kuni 22.5lbs kompressorist, mis on kompressor-mäpil surge piir :lol:
Kui mul testimise käigus kinnise WG'iga turbo 2,2bar puhus (~35lbs), siis EX/IN rõhu-suhe oli 2,89/2,2 >>> 3.9 / 3.2 = 1.21x
Samas kui muidu 1.5bariga kõrgemal pöördel sama võimsus võtta. Siis suhe tuleks 3.9 / 2,5 = 1,56x
aga õnneks avastasin :lol:, et siin valemis pole WG kaudu väljuvat gaasi. Et 1.5bariga see 35lbs puhuda, tuleb juba 1000rpm varem wg avada tootes alles 29lbs, ja selle tootlikuse juures tuleb TIP'iks 2,2bar, eeldades, et ta hoiab sama TIP'i ka veel 35lbs peal, teeb see EX/IN suhteks 1.28x (mitte 1,56), mis on kehvem suhe kui 2.2bar boostiga. Noh aga vastupidavuse huvides on vast 1.5bar siiski turvalisem või mis.

Põhimõtteliselt siis ju, kui TIP on omadega laes, võib suurema WG'iga veel WG võrra võimsust kasvatada, ja WG aina rohkem avades TIP ei kasvaks, kuin WG jääb väikseks hakkab TIP koos boostiga kasvama, TIP siiski kiiremini, kuna see turbiin 2.2bar TIP'ist tõustes nagu enam rohkem voolama ei hakka. Peale WG, et rõhku regullida, võiks olla ka veel avarii klapp, mis avaneks näiteks 2.5-3bar TIP puhul.

http://www.turbobygarrett.com/turbobygarrett/images/catalog/Turbochargers/gt28_images/750330-1&2comp_e.jpg
http://www.turbobygarrett.com/turbobygarrett/images/catalog/Turbochargers/gt28_images/750330-1&2turb_e.jpg

Ah see füüsika on paras keemia :) Peab ära mõõtma siis on teada.

_________________
slyy2048
WhatsApp: +6281339093884
12.0s CA18DET


Üles
 Profiil  
 
 Teema pealkiri:
PostitusPostitatud: 08.10.2009 18:18 
Eemal
Kasutaja avatar

Liitunud: 06.01.2005 20:02
Postitusi: 566
Asukoht: tln - kristiine
mõtled et, TIP tõuseb, rõhk tõuseb aga mootori effektiivsus langeb TIP'i pärast nii võrd palju, et võimsus läheb kaduma - ei tule esile - kui nt madalama TIP puhul rõhgemate pööretega?


Üles
 Profiil  
 
Näita postitusi eelmisest:  Sorteeri  
Tee uus teema Vasta teemale  [ 16 postitust ]  Mine lehele 1, 2  Järgmine

Kõik kellaajad on UTC + 2 tundi [ DST ]


Kes on foorumil

Kasutajad foorumit lugemas: Registreeritud kasutajaid pole ja 6 külalist


Sa ei saa teha uusi teemasid siin foorumis
Sa ei saa postitustele vastata siin foorumis
Sa ei saa muuta oma postitusi siin foorumis
Sa ei saa kustutada oma postitusi siin foorumis
Sa ei saa postitada siin foorumis manuseid

Otsi...:
Hüppa:  
POWERED_BY
PhpBB 3.0.11