Video on Dyno of Evo 9 with ATP 2009 EVO Gold Turbo, 3″ Exhaust, HKS EVC 6 = 251Kw @ ALL 4 Wheels
Video on Dyno of Evo 9 with ATP 2009 EVO Gold Turbo, 3″ Exhaust, HKS EVC 6 = 251Kw @ ALL 4 Wheels
The ATP Turbo Subaru STi and WRX purpose designed and developed Billet Alloy Machined Turbo COMPRESSOR Wheel, matched to a custom standard or higher performance turbine Compressor housing and ATP designed Ball-Bearing Pack is the ultimate High-Flow for your Subaru WRX or STi.
These MFS Hi-Flows are similar to the ATP ?EVO GOLD? PROVEN in Mitsubishi EVO?s! Now you can take it to the EVO?s with a ATP MFS STi GOLD Hi Flow Turbo at a reasonable price from ATP! ?
Video of Run in tune performed and completed by Vinny @ GOTITREX and a not too shabby 227.9kW @ all 4’s equipped with a built 2.5 EJ, air being forced in by an ATP STIGOLD Turbo Charger pretty impressive spool up and lots more power to come.
Posted by Got It Rex on Friday, 3 July 2015
Posted by Got It Rex on Thursday, 25 June 2015
The Toyota 86 Engine ECU Tuning was done on our in-house ATP Dyno Dynamics AWD Dyno room by an experienced tuner seeking safe power for the Subaru Boxer Engine, a high compression motor. You can bring your own car and tuner to be dyno’d after booking in with Kyp, or he can arrange a third party tuner for you who is experienced with your ECU and engine make & model.
State of the art Dyno Dynamics AWD Adjustable Dyno Tuning rig.
The turbocharger has three main components:
The first two components are the primary flow path components. Depending upon the exact installation and application, numerous other parts, features and controls may be required. ?
The flow range of a turbocharger compressor can also be increased by allowing air to bleed from a ring of holes or a circular groove around the compressor at a point slightly downstream of the compressor inlet (but far nearer to the inlet than to the outlet). The ported shroud is a performance enhancement that allows the compressor to operate at significantly lower flows. It achieves this by forcing a simulation of impeller stall to occur continuously. Allowing some air to escape at this location inhibits the onset of surge and widens the?compressor map. While peak efficiencies decrease, areas of high efficiency may notably increase in size. Increases in compressor efficiency result in slightly cooler (more dense) intake air, which improves power. In contrast to compressor exhaust blow off valves, which are electronically controlled, this is a passive structure that is constantly open. The ability of the compressor to accommodate high mass flows (high boost at low rpm) may also be increased marginally (because near choke conditions the compressor draws air inward through the bleed path). This technology is widely used by turbocharger manufacturers such as Honeywell Turbo Technologies, Cummins Turbo Technologies, and GReddy. When implemented appropriately, it has a reasonable impact on compressor map width while having little effect on the maximum efficiency island.
For all practical situations, the act of compressing air increases the air’s temperature along with pressure. This temperature increase can cause a number of problems when not expected or when installing a turbocharger on an engine not designed for forced induction. Excessive charge air temperature can lead to?detonation, which is extremely destructive to engines. When a turbocharger is installed on an engine, it is common practice to fit the engine with an?intercooler?(also known as a?charge air cooler, or CAC), a type of?heat exchanger?that gives up heat energy in the charge to the ambient air. To assure the intercooler’s performance, it is common practice to leak test the intercooler during routine service, particularly in trucks where a leaking intercooler can result in a 20% reduction in fuel economy.
In addition to the use of intercoolers, it is common practice to introduce extra fuel into the charge for the sole purpose of cooling. The amount of extra fuel varies, but typically reduces the air-fuel ratio to between 11 and 13, instead of the stoichiometric 14.7 (in gasoline engines). The extra fuel is not burned, as there is insufficient oxygen to complete the chemical reaction, and instead undergoes a phase change from vapor (liquid) to gas. This reaction absorbs heat (the latent heat of vaporization), and the added mass of the extra fuel reduces the average kinetic energy of the charge and exhaust gas. The gaseous hydrocarbons generated are?oxidized?to carbon dioxide, carbon monoxide, and water in the catalytic converter. A method of coping with this problem is in one of several ways. The most common one is to add an?intercooler?or aftercooler somewhere in the air stream between the compressor outlet of the turbocharger and the engine intake manifold. Intercoolers and aftercoolers are types of?heat exchangers?that allow the compressed air to give up some of its heat energy to the ambient air. In the past, some aircraft featured?anti-detonant injection?for takeoff and climb phases of flight, which performs the function of cooling the fuel/air charge before it reaches the cylinders. In contrast, modern turbocharged aircraft usually forgo any kind of temperature compensation, because the turbochargers are in general small and the manifold pressures created by the turbocharger are not very high. Thus, the added weight, cost, and complexity of a charge cooling system are considered to be unnecessary penalties. In those cases, the turbocharger is limited by the temperature at the compressor outlet, and the turbocharger and its controls are designed to prevent a large enough temperature rise to cause detonation. Even so, in many cases the engines are designed to run rich in order to use the evaporating fuel for charge cooling.
The housings fitted around the compressor impeller and turbine collect and direct the gas flow through the wheels as they spin at extremely high speeds of up to 250,000 rpm. The size and shape can dictate some performance characteristics of the overall turbocharger. Often the same basic turbocharger assembly will be available from the manufacturer with multiple housing choices for the turbine 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. Twin-scroll designs have two valve-operated exhaust gas inlets, a smaller sharper angled one for quick response and a larger less angled one for peak performance. The turbine and impeller wheel sizes also dictate the amount of air or exhaust that can be flowed through the system, and the relative efficiency at which they operate. In general, the larger the turbine wheel and compressor wheel the larger the flow capacity. Measurements and shapes can vary, as well as curvature and number of blades on the wheels.?Variable geometry turbochargers?are further developments of these ideas. The center hub rotating assembly (CHRA) houses the shaft that connects the compressor impeller and turbine. It also must contain a bearing system to suspend the shaft, allowing it to rotate at very high speed with minimal friction. For instance, in automotive applications the CHRA typically uses a thrust bearing or ball bearing lubricated by a constant supply of pressurized engine oil. The CHRA may also be considered “water-cooled” by having an entry and exit point for engine coolant to be cycled. Water-cooled models allow engine coolant to be used to keep the lubricating oil cooler, avoiding possible oil?coking?(the destructive distillation of the engine oil) from the extreme heat found in the turbine. The development of air-foil bearings?has removed this risk. Adaptation of turbochargers on naturally aspirated internal combustion engines, on either petrol or diesel, can yield power increases of 30% to 40%.
Garrett?variable-geometry turbocharger on DV6TED4 engine
Instead of using two turbochargers in different sizes, some engines use a single turbocharger, called?variable-geometry or variable-nozzle turbos; these turbos use a set of vanes in the exhaust housing to maintain a constant gas velocity across the turbine, the same kind of control as used on power plant turbines. Such turbochargers have minimal lag like a small conventional turbocharger and can achieve full boost as low as 1,500 engine rpm, yet remain efficient as a large conventional turbocharger at higher engine speeds. In many setups, these turbos do not use a wastegate. The vanes are controlled by a membrane identical to the one on a wastegate, but the mechanism operates the variable vane system instead. These variable turbochargers are commonly used in diesel engines.
View of a turbocharger from the turbine exhaust side, showing the integral wastegate to the right
To manage the pressure of the air coming from the compressor (known as the “upper-deck air pressure”), the engine’s exhaust gas flow is regulated before it enters the turbine with awastegate?that bypasses excess exhaust gas entering the turbocharger’s turbine.?A?wastegate?is the most common mechanical speed control system, and is often further augmented by an electronic or manual?boost controller. The main function of a wastegate is to allow some of the exhaust to bypass the turbine when the set intake pressure is achieved. This regulates the rotational speed of the turbine and thus the output of the compressor. The wastegate is opened and closed by the compressed air from the turbo and can be raised by using a?solenoid?to regulate the pressure fed to the wastegate membrane.?This solenoid can be controlled by?Automatic Performance Control, the engine’selectronic control unit?or a boost control computer. Most modern automotive engines have wastegates that are internal to the turbocharger, although some earlier engines (such as the?Audi?Inline-5 in the UrS4 and S6) have external wastegates. External wastegates are more accurate and efficient than internal wastegates, but are far more expensive, and thus are in general found only in racing cars (where precise control of turbo boost is necessary and any increase in efficiency is welcomed). Amongst the modified car community, external wastegates may be configured to vent bypass gasses directly to atmosphere through a?Screamer Pipe?instead of routing them back into the exhaust. This method is desirable due to the loud jet sound that is produced and potential performance gains from reduced exhaust back pressure. Aircraft waste-gates and their operation are similar to automotive installations, however there are notable differences as well. Even within aircraft applications there are 2 distinctions, military/performance and non-performance. ? READ More on Turbo’s
ATP client Dowel wins 2011 Australian Rally Championship
Victorians Justin Dowel and Matt Lee have won the 2011 Bosch Australian Rally Championship after securing the title after a hard-fought battle over the final event, Rally Victoria, this weekend.?
Driving their Activ RallySport Mitsubishi Lancer Evolution IX, Dowel needed to finish the event two places ahead of his Queensland rival, Ryan Smart, and managed that convincingly after the Toyota driver suffered driveshaft failure late in the event. Second place overall in Rally Victoria, behind 2010 Australian Champion Simon Evans, gives Dowel and Lee their first national championship in a year that also saw them take their first event win, at the Rally of South Australia. ?Wow, I don?t know what to say,? a stunned Dowel said at the finish of the championship?s fifth and final round. ?It?s a really freaky feeling, and it really hasn?t sunk in yet. ?We had a good day today, but I had to pull my finger out this afternoon to put the pressure back on Ryan. I knew that if we kept persisting then the result may come. ?We never gave up, even after yesterday?s problems when I put the car off the road. The guys in the team just kept telling me to ?keep pushing? and it?s paid off. I can?t believe it.? A minor turbo problem saw a drop in engine power again today, but that didn?t matter in the overall scheme of things. ?The Activ RallySport guys have been awesome this year,? Dowel added. ?I?ve really put them through hell this year. ?This win is as much for our loyal sponsors and the guys who have worked hard on the car all year as it is for Matt and I. ?Without their expertise and support we couldn?t have achieved what we?ve managed, and I can?t thank them enough.? After a spin on the first stage of the event cost Dowel over 30 seconds, he clawed his way back from 10th place with a string of top three stage times. However, with two stages of the event to run he still trailed Smart by 33.9 seconds, but when the Queenslander broke a driveshaft and dropped over six minutes, the fight for the Bosch Australian Rally Championship was as good as over. Dowel simply had to finish the final 1.6 kilometre spectator stage at Warragul?s Lardner Park to claim the title, which he duly did. He and Lee finished the event in second place, just over a minute behind Simon Evans, after which the celebrations started in earnest. ?What an unreal feeling ? I really am overwhelmed with a wave of emotions at the moment,? co-driver Matt Lee said. ?The whole team have put in so much effort this year, and it?s great to give them the result we?ve been aiming for all year. ?JD and I have being competing together for nine years, and we?ve had lots of ups and downs along the way. After keeping our heads in this event it?s great to finish the year on such a high note. ?As a co-driver, it makes all those years of pacenote practice with my friend, Penny Swan, worthwhile. We spent hours and hours together writing notes, and that experience has paid off.? Both Dowel and Lee were quick to praise their great friends, and rivals, Ryan Smart and John Allen, who had looked like taking the title until two stages from the finish. ?Ryan is a brilliant driver and a great guy. While we?re the ones who are celebrating, I know how Ryan and John must be feeling. I?m sure they?ll be back bigger and better next year,? Dowel said. The Bosch Australian Rally Championship gets under way again at the new Rally Calder in Victoria, from March 2 to 4, while Dowel and Lee?s title defence will begin. VIEW PHOTOS FROM RALLY VICTORIA 2011 HERE Rally Victoria ? results after day 2 1. Simon Evans / Sue Evans, Subaru Impreza WRX, 1h29m37.8s 2. Justin Dowel / Matt Lee, Mitsubishi Lancer Evo IX, +1m43.8s 3. Tom Wilde / Scott Allan, Subaru Impreza WRX, +1m56.4s 4. Will Orders / Rian Calder, Subaru Impreza WRX, 3m48.7s 5. Adam Casmiri / Tom Ryan, Mitsubishi Lancer Evo VII, 5m14.1s 2011 Australian Rally Championship – Final Pointscore 1. Justin Dowel / Matt Lee – 340.5 points 2. Ryan Smart / John Allen – 327.25 3. Steve Shepheard / John McCarthy – 199.50 4. Mark Pedder / Lee Tierney – 186 5. Eli Evans / Glen Weston – 175
|MAKE||MODEL||YEAR||TURBO||MODEL||PART NUMBER||O.E.M. PART?No.||ENGINE||CC||CODE||HP||FUEL||CYL|
|Mitsubishi||GRANDIS DI-D||1997||Garrett||GTB1646VM||768652-0001||03G 253 019R||H2 PDE (PDF)||2.0/4||140||D|
|Mitsubishi||GRANDIS DI-D||1997||Garrett||GTB1646VM||768652-0003||03G 253 019R||H2 PDE (PDF)||2.0/4||140||D|
|Mitsubishi||LANCER DI-D||1997||Garrett||GTB1646VM||768652-0001||03G 253 019R||H2 PDE (PDF)||2.0/4||140||D|
|Mitsubishi||LANCER DI-D||1997||Garrett||GTB1646VM||768652-0003||03G 253 019R||H2 PDE (PDF)||2.0/4||140||D|
|Mitsubishi||OUTLANDER DI-DC||2007||Garrett||GTB1752VK||769674-0003||96 836 578 80||DW12MTED4||2.2/4||156||D|
|Mitsubishi||OUTLANDER DI-DC||2007||Garrett||GTB1752VK||769674-0004||96 848 495 80||DW12MTED4||2.2/4||156||D|
|Mitsubishi||GALANT||1988||MHI||TCO6||49169-01200||MD080114||YF FF EC||1.8/4||75||G|
|Mitsubishi||GALANT||1988||MHI||TCO6||49169-01201||MD086988||YF FF EC||1.8/4||75||G|
|Mitsubishi||GALANT VR4 4WD||MHI||TDO25L||49173-01200||2.5/V6||D|
|Mitsubishi||GALANT VR4 4WD||MHI||TDO25L||49173-01400||2.5/V6||D|
|Mitsubishi||LANCER||MHI||TCO5||49168-01401||MD018059||YD FR EC||2.0/4||G|
|Mitsubishi||LANCER EVO 10||MHI||TDO5||49378-01641||4G63||2.0/4||G|
|Mitsubishi||LANCER EVO 3||1995||MHI||TDO5H||49178-01470||ME083572||2.0/4||270||G|
|Mitsubishi||LANCER EVO 4||1996||MHI||TDO5H||49178-01510||MR385833||4G63N||2.0/4||G|
|Mitsubishi||LANCER EVO 5||1997||MHI||TDO5H||49178-01520||MR431439||4G63N||2.0/4||280||G|
|Mitsubishi||LANCER EVO 6||1999||MHI||TDO5H||49178-01560||MR497077||4G63||2.0/4||280||G|
|Mitsubishi||LANCER EVO 6.5||MHI||TDO5H||49178-01570||2.0/4||G|
|Mitsubishi||LANCER EVO 7||2002||MHI||TDO5H||49178-01580||MR597260||4G63N||2.0/4||280||G|
|Mitsubishi||LANCER EVO 7||2002||MHI||TDO5H||49178-01590||MR597259||4G63N||2.0/4||280||G|
|Mitsubishi||LANCER EVO 8||2003||MHI||TDO5H||49378-01510||MN143220||4G63N||2.0/4||265||G|
|Mitsubishi||LANCER EVO 8||2003||MHI||TDO5H||49378-01520||MN143221||4G63N||2.0/4||265||G|
|Mitsubishi||LANCER EVO 8||2003||MHI||TDO5H||49378-01530||MN156118||4G63N||2.0/4||265||G|
|Mitsubishi||LANCER EVO 8||2003||MHI||TDO5H||49378-01540||MN156128||4G63N||2.0/4||265||G|
|Mitsubishi||LANCER EVO 9||MHI||TDO5H||49378-01550||MN180192||4G63N||2.0/4||276||G|
|Mitsubishi||LANCER EVO 9||MHI||TDO5H||49378-01560||MN180193||4G63N||2.0/4||276||G|
|Mitsubishi||LANCER EVO 9||MHI||TDO5H||49378-01570||1515A059||4G63||2.0/4||276||G|
|Mitsubishi||LANCER EVO 9||MHI||TDO5HRA||49378-01580||4G63||2.0/4||380||G|
|Mitsubishi||LANCER EVO 9||MHI||TDO5HRA||49378-01581||1515A054||4G63||2.0/4||380||G|
|Mitsubishi||COLT||2005||IHI||RHF3||VF30A2891||A639 090 0380||OM639||1.5/3||95||D|
Craig and Carrie Morris have announced today that RDA and EBC Brakes will be their major sponsor for this year’s Victorian Rally Championship.
“We will be replacing our Lancer Evo VI with a newly acquired Evo VIII RS, but this won’t unfortunately debut until the Bega Valley Rally in June ” Carrie said.
RDA and EBC Brakes have been long time supporters of Morris Rallying and have this year increased their support to enable the team to compete in all rounds of the Championship.
Carrie added “Morris Rallying have a very good rapport with all our sponsors and I am sure we have a proven track record of achieving marketing benefits for them.”
RDA was started in 1987 by Les Smith and has grown to be the market leader when it comes to supplying Brake Rotors and Drums, they also distribute the EBC Brake Pads in Australia through their network of 825 distributors, in fact they stock brakes for 1680 different vehicles.
RDA’s Managing Director Les Smith said “We are pleased to increase our support of Morris Rallying, as they have been long time users and promoters of our products and we look forward to a great 2011 in their new weapon of choice for their campaign. A family business supporting a family rallying team has a nice ring to it!”
The season starts this weekend at the East Gippsland Stages, details are on Vicrally.com.au
Morris Rallying’s other loyal sponsors are: ?ATP Turbos, Dandy Engines,?Exedy Racing Clutches, Critical Damping, Just Fuel Petroleum and Tyrepower Frankston.
Featuring Custom Alloy Billet Turbo Compressor Wheels for?