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How to install Nitrous Oxide?
Power is generated in the engine by the combustion of the fuel and air mixture injected to the combustion chamber. What generally burns in the chamber is the oxygen part of air. By injecting more of it in the engine, bigger explosions take place and as a result, more power is produced. The problem with the forced introduction of fuel and air, however, is the increased heat that develops from it, which can damage or melt the catalytic converter and also overcome the efficiency of the turbo-charger. A popular option that can readily be equipped with turbo-charged systems comes in the form of nitrous oxide. Nitrous Oxide is made up of 37% Oxygen, which can produce an additional 50-150HP in a burst, but eliminate the problem of producing black smoke. This also indicates that fuel is completely burned so engine efficiency increases as well. Also, because Nitrous Oxide is packed in a high-pressure container, when it is released into the system by a small nozzle, it also reduces the intake temperature allowing more oxygen to enter the chamber before ignition.
The installation of Nitrous Purge to a turbo-charged car goes as follows: the 15lb bottle is secured to the base, usually at the back compartment of the vehicle. The outlet of the bottle is connected to a pressure gauge (which is responsible for monitoring the pressure inside the tank so you’ll know when it needs to be replaced). The other end of the gauge is connected to a high-pressure stainless steel braided line. This line passes through a hole in the base and on the other side (inside the engine compartment), it is connected to a solenoid valve, then to the intercooler pipe where the nitrous oxide is released. All the lines are connected by means of a Teflon paste for sealing off leakages.
The controller of the solenoid valve is connected to an arming switch, which is installed at the dashboard of the vehicle. This makes it easy, to ready the tank whenever you need that extra boost. In addition to this, a throttle-activated switch is also installed under the accelerator pedal. Only then, will nitrous oxide be released into the system and produce the extra power.
Nitrous kits also come with a set of different sized nozzles called jets used to fine tune the volume of nitrous oxide fed into the system during firing. Experience nitrous users recommend to use the smallest nozzle first to overfuel the engine. This produces a lot of black smoke, and then gradually increases the nozzle size to increase the injection of nitrous oxide into the engine. The purpose of this exercise is to monitor the changes in production of black smoke, and of course find the right nozzle that will allow fuel to be burnt completely. Using larger nozzles will not harm the system, however, when too much nitrous oxide is introduced to the system, the efficiency of the turbo-charger is also decreased due to overcooling of the intake stream of air.
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How to Improve Braking?
The performance of the braking system of a vehicle, be it a turbo-charged one or otherwise depends on the effective maintenance of its components. The most basic thing a person needs to understand when maintaining the braking capacity of his vehicle is that friction is what causes the car to slow down and eventually stop. The components of the braking system, which are responsible for actually causing friction and in effect stopping the car, are the car’s brake pads. In this aspect, the most basic measure to make sure that your car is able to effectively stop when it needs to is to regularly check its break pads.
A braking system depends on friction, leverage, and hydraulics to function accordingly. Consider the fact that when you’re driving your car it is your foot which steps on the break pedal which causes the car to stop. One might wonder how that small amount of force is able to stop something as massive as car. The answer lies on the fact that the pedal assembly is actually a lever with its fulcrum attached to a small piston. The upper end of this lever is fixed and is approximately only 1/4 as far from the point of leverage compared to the other end, which is the foot pedal. This relationship is responsible for amplifying the force applied by your foot on the pedal by 4x before it is delivered to the pedal cylinder. The force received by the cylinder produces pressure, which is dispersed to the brake fluid behind it. This same pressure is experienced by the brake cylinder, which then pushes the break pads against the rotor forcing it to stop. Hydraulics is what is responsible for the equal dispersion of pressure, and friction is responsible for slowing down the motion of the rotor.
In some cases the break pads may be visible from outside the wheel. In other cases, the wheel needs to be pulled out in order to check the break pads. You’ll know when you need to replace the break when they start to become thinner than one fourth of an inch. If you had allowed your break pads to become as thin as an eighth of an inch, then your break pads need replacement immediately. With break pads this thin, noises between the caliper and the rotor are already noticeable. Should things reach such a point, damage will have been inflicted on both surfaces in the form of deep grooves. If this happened the only way to restore the effectiveness of the braking system is to have the rotor and the caliper turned or machined to even out and restore its surface. In most cases, however, it is more recommended to replace the rotor as a reduction in thickness also means a decline in the gripping power of the break pads.
After the break pads, the next thing to consider is the quality of the brake fluid. Brake fluid is only effective when it flows enough freely. The application of force and the generation of heat due to friction cause chemical changes to the oil, and makes it thicker. By regularly checking the fluid, and replacing it when needed, the functionality of the brake system is also maintained.
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How to add a Turbo to a Car?
When you have a car it’s not enough to have the latest model around but need for speed and the engine efficiency is also important. That’s why there are numerous upgrades available for all types of vehicle.
One very popular upgrade there is adding up a turbo in your engine. When you have this upgrade in your car, this would increase the engine’s efficiency by drawing in air unlike most thought that these type of upgrade increases the engines compression or to give maximum pressure in an engine. When a regular non-turbo engine suck in air it can only take in about 60% of its volume. So as a result it is only 60% efficient. The more tuned the car’s engine is the more efficient its going to be. The best way to develop the engines capacity is to force induced the air/fuel mixture to the cylinders therefore filling the more. By doing this you could increase your volumetric efficiency by 30% making it 90% efficient. Increasing the amount of the air/fuel in the cylinders will also mean that there’s more oxygen available for burning and with the additional fuel your car’s engine will increase its power. And if you have a non aspirated engine the best kind of turbo to add are only the small ones.
Adding turbo in your car does not mean its going to be all good for your car. There are a number of complications to consider also. One is the fuel could ignite under pressure before the spark happens also known as detonation or the knock. The knock will cause the piston of an engine to move in the opposite direction if it has not reached the top center of the engine. This could bring major problems to the car’s engine and probably many other engines’ component would be destroyed. But this could be avoided from happening you only have to lower the compression of your engine or restrict the turbo to a low boost threshold. In order to lower your engine’s compression you have to have a re bore and fit lower pistons, you can also add in a stroker kit to change the compression ratio. Or you can also get a larger head and thick head gasket to increase the size of your engine’s cylinder and reducing the compression ratio. You should only use the highest octane fuel that is available to make the fuel more knock resistant.
In adding turbo o your car’s engine you should also increase the port size, fit bigger valves and look for bigger exhaust header and system because of the added volume flowing to your engine’s system. And the fuel needs to be refilled frequently because of higher pressure fuel and larger injectors.
Adding a turbo in your vehicle is going to be expensive as well as maintaining it but if you really want to have a very efficient engine then go for it! All the money you’ve spent is going to be all worth it.
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What are Boost Controllers?
Boost Controllers are used to control the air pressure delivered to the intake manifold of a turbo-charged engine. The purpose of which is to regulate this pressure to prevent running the engine above its limits causing possible damage, all the while delivering increased boost power provided by the turbo-charger.
Boost Controllers are merely regulators for the turbo-charged engine. The installation of which is an enhancement of its original configuration, but it is a modification nonetheless. Any modification of the engine (or any equipment for that matter), which deviates from the specifications recommended by its manufacturer bring with it the risk of increased wear, which is why any damage brought about by these modifications become the sole responsibility of the owner thereafter.
To understand how boost controllers work, one has to know the difference between a turbo-charged engine and a non turbo-charged engine. Normally, a non turbo-charged engine system simply takes in the fuel and air mixture into the combustion chamber where it is ignited to produce power and allow the vehicle to run. The by-product of this process is the exhaust gas, which is normally released into the atmosphere. A turbo-charged engine makes use of the energy provided by the exhaust gas to force more air into the combustion chamber by the means of a compressor. The exhaust discharge is connected to a turbine wheel, which turns with the compressor wheel on a common shaft. The compressor sucks in ambient air and forces it into the intake manifold. (More fuel is also introduced into the chamber by means of higher volume fuel pumps and high capacity fuel injectors.) Bigger explosions occur within the combustion chamber producing more power, allowing the engine to run faster than it normally does. Because the turbo-charger is a closed system in itself, it is very likely that as the RPM goes up, air pressure will continue to build up, and eventually exceed the operating limits of the engine. For this reason, boost control is needed to protect the engine from damage.
A boost controller is connected to both a source of boost power or charged air (commonly the discharge end of the compressor), and to the wastegate actuator. Basically it is a valve, which regulates the pressure at which charged air is delivered to the intake manifold by sending part of the charged gas to the wastegate actuator, which in turn opens and closes the wastegate. The wastegate diverts part of the exhaust gas delivered to the turbine wheel, and in effect regulating its speed.
There are two kinds of MBCs, namely the ball and spring, and the bleeder type. The difference between the two is the means by which the signal or the excess charged air is sent to the wastegate actuator. In the case of the ball and spring type MBC, the charged air pressure has to overcome the load of the spring which holds the ball, only then can part of it be sent to the diaphragm of the wastegate actuator to open the waste gate. Once this excess pressure is released and the speed of the turbine are both regulated, the ball will once again take its place and the MBC will close. This type of MBC has an adjustor, a control valve that determines how strong the load of the spring will be. The bleeder type, as its name suggests bleeds part of the boost and sends the rest of it directly to the wastegate actuator. Similarly, it also has an adjustor which controls how big the leak will be.
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What are Blow Off Valves?
Blow-off valves are responsible for the “psshhh” sound you hear in turbo-charged cars. What the sound really is, is the sound of charged air being released into the atmosphere. The purpose of blow-off valves is to prevent compressor surge when the throttle is released or closed. When the driver lets go of the gas pedal, the throttle closes but the compressor of the turbo-charger continues to turn. In the end of the discharge line (at the intake manifold), air pressure would start to build up because of the closed plate. This increased pressure has nowhere to go, but back to the turbo-charger causing the compressor wheel to slow down, stop or even turn the opposite way. During such occurrences, the compressor wheel may be damaged as well as the bearings and other parts of the turbo charger. In addition, even after the throttle is opened after, the trapped gas has to be consumed first before the wheel can start to build up momentum again. This is what is called turbo lag.
But with a blow-off valve installed, this elevated pressure doesn’t stay within the system, and is vented out instead. What makes up the blow-off valve is a piston held in place by a preloaded spring. When the throttle is closed, air pressure builds up in the section behind the throttle plate. A vacuum also develops on the other side of the plate (in the intake manifold area). From here, a vacuum hose is connected to the area enclosed behind the piston. When the load of the spring is overcome by the suction of the vacuum hose and the pressure that builds up from the trapped air, the valve opens and compressed air is released.
Releasing the air pressure into the atmosphere, however, does not solve anything. The release of air, itself, brings about other complications. For one, the air flow sensor of the car still reads the amount of air that passes through the compressor, thus confusing the ECU (Electronic Control Unit) of the engine and injects the combustion chamber with a corresponding amount of fuel regardless whether the air does go in or is released into the atmosphere. As a result, successive explosions will occur within the combustion chamber and in even in sections of the exhaust system causing unnecessary damage. Unburnt fuel can cause the fouling of the spark plugs and possible damage to the catalytic converter as well. Because of the occurrence of compressor surges and turbo lags, it is also very common for cars to stall unexpectedly, which is not only at most times inconvenient but also dangerous.
Yet, despite these things, there are still people who choose to install blow-off valves for the sound it makes and the pops and cracks it makes with the exhaust.
There are other devices which function similarly as blow-off valves like bypass or divert valves. In the same way, bypass valves also relieve the intake manifold of overpressure, but instead of releasing the air into the atmosphere, it is redirected back to the low pressure side of the compressor, maintaining the net air volume and setting the turbo-charger system in equilibrium.
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