.mikä se firges on?
Jeps. Ja lisäksi mittaat asemalta tankkaamasi gason jokaisen tankkauskerran yhteydessä varmistuaksesi siitä, että aine todellakin on 99 oktaanista. Noissa oktaaneissa saattaa nimittäin olla heittoja, ja sinun tapauksessasi pari kolmen pisteen heitto alaspäin johtaa koneesi kilahtamiseen. Itäblokin maissa et luonnollisestikaan ajale lainkaan, vai onko sinulla omat bensat aina mukanasi ? No, saahan noita oktaanin korottajia, mutta nostavat pirusti gason litrahintaa.Firges9000 kirjoitti:Siksi se APSi pois, ettei pistä turhaan ahtoja pois.
Jos vaikka kuskin hampaat kalisevat, katkasee apsin mikki menon.
Kyllä pelit pitää perussäätää niin, ettei nakuta. Esim 99 tankkiin aina.
No, kunhan leukailin
Itse luotan kyllä enemmän saabin moottorinohjaukseen kuin omaan perstuntumaan tuossa ahtojen säätämisessä.
Tarkoitus ei ole mollata autoasi, vaan tuoda esille se, että saappaiden kohdalla järkevin tapa virittämisessä ei ole mennä aidan ali sieltä missä aita on matalin, eli disabloida oma moottorinohjaus. Helpoin tapa tuo on kyllä halvan budjetin virittämiseen, enkä minä ole kukaan neuvomaan ketään. Jokainen tekee kuten haluaa.
Maksimitehon saaminen ei todellakaan ole mikään ongelma. Matalat käyttötunnit muodostavat sen sijaan varsin suuren ongelman monille tavallisille tallaajille, joita me saappaille ajelevat kyllä pääsääntöisesti taidamme olla
#2172
Onhan se APC hyvä henkivakuutus autossa, mutta elämässä pitää olla jännitystä:).
Vakavasti puhuen, itselläni on tarkoitus hommata autoon laajakaista-lambda ja / tai pakokaasun lämpömittari, niitä ja nakuvaloa aktiivisesti tarkkailemalla pitäisi olla hyvät mahdollisuudet koneen elossa pysymiseen.
Vakavasti puhuen, itselläni on tarkoitus hommata autoon laajakaista-lambda ja / tai pakokaasun lämpömittari, niitä ja nakuvaloa aktiivisesti tarkkailemalla pitäisi olla hyvät mahdollisuudet koneen elossa pysymiseen.
Foxbody turbo
Netistä poimittua:
Noticeable characteristics of the different Cam profiles:
B202t -1985: Two features are specifically special about the 1985 camshafts. The first, the intake cam is designed with every other inlet lobe having a 2mm smaller lift, making total lift 7.65mm. The varying lift causes turbulence in the flow which helps mix the gas and air to aid in combustion. After 1985 the cylinder heads were casted to have more swirl effect which creates turbulence, this enabled them from using a varying lift intake cam. The second, the overlap of the intake valve opening and the exhaust valve closing is 26 degrees which is lower than all the later years. The small overlap prevents boost pressures from leaking out to the exhaust or exhaust leaking back into the chamber (depending on backpressure ratio).
B234i 90-93: Only one specific feature, the retarded timing of the cam profiles. This might be due to the increase in displacement and excessive torque in the low or mid-range.
Performance
Mixing Stock Cams
B202i/B212i Intake cam in a 2.1/2.3 cylhead on a 2.0L block: The reasoning is driveability and filling out the power curves through the low and mid RPM's. The NA Intake cam will create a smaller LSA which along w/ the smaller duration will create more power on lower to mid rpm's (it will slightly limit boost, but the gain is supposedly better than the loss). The intake cam will end up closing earlier than the turbo cam, and since it is past 40bbdc, will slightly increase the actual compression ratio. Now ppl have favorable remark about this combo, but one problem present itself to me. The exhaust cam will have a duration of 14deg more than the intake. You know the theory of what goes in must come out, well if less is coming in then there's no reason for the extreme availability for more to leave. It's not a big issue, just an economy issue b/c you lose a little of the down force of the combustion from the exhaust valve opening so early especially at higher RPM's. From my opinion, if desiring more low-mid end power w/ the 2.1/2.3 head, the B202i/B212i or B234 intake cam and a different exhaust cam should be used. The B234 cams would probably be the best and easiest fix if the exhaust cam had a distrib slot.
You might look at the B234 cam and say that it might be a median point between the B202t cam and the B202i/B212i cam, but it's not. The B234 intake cam will create a lsa of 114 when mixed w/ the regular exhaust cam. The increase in LSA will theoretically push the power curve further up the rpm scale. And the exhaust cam would still have a duration of 8deg more than the intake (it's recommended, no more than 6 deg is what tuners suggest on most cars w/ restrictive exhausts or turbo's).
Noticeable characteristics of the different Cam profiles:
B202t -1985: Two features are specifically special about the 1985 camshafts. The first, the intake cam is designed with every other inlet lobe having a 2mm smaller lift, making total lift 7.65mm. The varying lift causes turbulence in the flow which helps mix the gas and air to aid in combustion. After 1985 the cylinder heads were casted to have more swirl effect which creates turbulence, this enabled them from using a varying lift intake cam. The second, the overlap of the intake valve opening and the exhaust valve closing is 26 degrees which is lower than all the later years. The small overlap prevents boost pressures from leaking out to the exhaust or exhaust leaking back into the chamber (depending on backpressure ratio).
B234i 90-93: Only one specific feature, the retarded timing of the cam profiles. This might be due to the increase in displacement and excessive torque in the low or mid-range.
Performance
Mixing Stock Cams
B202i/B212i Intake cam in a 2.1/2.3 cylhead on a 2.0L block: The reasoning is driveability and filling out the power curves through the low and mid RPM's. The NA Intake cam will create a smaller LSA which along w/ the smaller duration will create more power on lower to mid rpm's (it will slightly limit boost, but the gain is supposedly better than the loss). The intake cam will end up closing earlier than the turbo cam, and since it is past 40bbdc, will slightly increase the actual compression ratio. Now ppl have favorable remark about this combo, but one problem present itself to me. The exhaust cam will have a duration of 14deg more than the intake. You know the theory of what goes in must come out, well if less is coming in then there's no reason for the extreme availability for more to leave. It's not a big issue, just an economy issue b/c you lose a little of the down force of the combustion from the exhaust valve opening so early especially at higher RPM's. From my opinion, if desiring more low-mid end power w/ the 2.1/2.3 head, the B202i/B212i or B234 intake cam and a different exhaust cam should be used. The B234 cams would probably be the best and easiest fix if the exhaust cam had a distrib slot.
You might look at the B234 cam and say that it might be a median point between the B202t cam and the B202i/B212i cam, but it's not. The B234 intake cam will create a lsa of 114 when mixed w/ the regular exhaust cam. The increase in LSA will theoretically push the power curve further up the rpm scale. And the exhaust cam would still have a duration of 8deg more than the intake (it's recommended, no more than 6 deg is what tuners suggest on most cars w/ restrictive exhausts or turbo's).
Turbo Saabs never die, they just run faster...
Omega 3000tic
Omega 3000tic