Tuesday, March 5, 2013

Garrett GT06 – GT0632SZ – 32 TRIM - 80 HP

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This is currently the smallest Garrett turbocharger to date. This small frame turbocharger GT0632SZ recently came out and have only been available now since late 2012.

Being so small and tiny it still have the capability to produce peak horsepower 80 hp at around 300.000 rpm and is best suited for engines between 100cc to 500cc. It's a popular choice now even for mopeds, perfect for go-karts, ATV's, scooters because the GT06 will work well down to 25hp also.

Tiny Garrett GT06 Turbocharger VS Coca Cola Can
Tiny Garrett GT06 Turbocharger VS Coca Cola Can
We can see from these pictures just how tiny the GT06 Turbocharger really is in comparison to a ordinary Coca Cola Can.

And also a picture showing how small the turbocharger compressor wheel is (32mm) with the compressor housing lifted off. Looking at the coins and the turbo compressor wheel you really start to see just how tiny this new Garrett Turbocharger is.

GT0632SZ Turbocharger Specifications

Model: 789997-1
CHRA: 800039-1

Bearing: Journal
Cooling: Oil

Tiny Garrett GT06 Turbocharger Compressor Wheel vs Coins
Tiny Garrett GT06 Turbocharger Compressor Wheel vs Coins
Compressor
Inducer: 22.63 mm
Exducer: 32 mm
Trim: 50
A/R 0.32

Turbine
Wheel: 30 mm
Trim: 72
A/R: 0.18
Wastegated

A reader have added the following:The inertia of the GT06 turbo rotor is 2.39e-06

The compressor map have also a very broad range and boost pressures can go up to 1.7 bar before this small turbocharger goes out of it's preferred work area.

Garrett GT06 Turbocharger Exhaust View
Garrett GT06 Turbocharger Exhaust View
Together with a good flowing engine there should not be any problem to get peak power at around 1 bar of boost pressure with this turbocharger.

Garrett GT06 Turbocharger Compressor Side View
Garrett GT06 Turbocharger Compressor Side View


GT0632SZ Turbine Flow 72 Trim 0.18 A/R
GT0632SZ Turbine Flow 72 Trim 0.18 A/R

GT0632SZ Compressor Map Flow 50 Trim 0.32 A/R
GT0632SZ Compressor Map Flow 50 Trim 0.32 A/R 32MM

Because the GT06 is so new not to many people have started using this turbocharger yet. Also due to reasons unknown there are also a lack of flanges for this turbo. Garrett have not updated it's catalog to include this turbocharger yet as of  (March 5, 2013)

Garrett GT1241 GT0632Z
Garrett GT1241 Specifications Flanges GT0632Z
It's not a standard T25 and the only bolt pattern I see similar to this is that of the older GT12 small turbo turbine outlet shown here. Until more people start using this turbocharger to turbo all kinds of mopeds, scooters, atv, lawn mowers... We will not know for sure.

The good thing is that the turbine wheel is cast from "Inconel" material for extreme applications, it's oil cooled and it comes complete with a wastegate included.




I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.

Sunday, February 24, 2013

Garrett GT28RS - GT2860RS - 62 TRIM - 360 HP - Disco Potato

The GT2860RS "Disco Potato" model 739548-1 and 739548-5 turbocharger is basically a GT28R turbo with a 62 trim compressor 0.60 A/R and a 76 trim turbine 0.86 A/R. The Disco Potato was voted top 20 New Products at SEMA 2003.

This turbocharger is an upgrade turbocharger for the GT2554R model number 471171-3 and GT2560R model 466541-1 turbine housing flanges are outline interchangeable.

This turbo has a flow capacity of about 250 - 360HP and works well for engines between 1.8L - 3.0L. Gives good spool and would be comparable to the HKS GT2530. But have the fastest spool of the turbochargers in it's category.

The Dual Ball Bearing GT2860RS turbo assembly have a T25 style turbine inlet (NOTE: without studs). It also has an internally wastegated style T25 turbine housing with actuator bracket and actuator fitted from the factory.

Now before I go any further you need to know that there are actually 3 different versions of the GT2860R turbocharger (ONLY R at the ending). This turbo is the RS version named GT2860RS, and somewhat a hybrid with a bigger compressor and of these there are 2 different RS versions 739548-1 and 739548-5. Both these are called “The Disco Potato” and the only difference between these RS versions are basically the turbine housing. So I will cover both "Disco Potato" turbos here.

It's a bit confusing yes, however don't forget to read the story behind the Disco Potato turbo and how it came to be further down after I give you the specifications.

Model: 739548-1 and 739548-5
CHRA: 446179-66

Bearing: Dual Ball bearing
Cooling: Oil & Water cooled bearings

Compressor
Inducer: 47.20 mm
Exducer: 60.1 mm
Trim: 62
A/R 0.60

Turbine Model 739548-1
Wheel: 53.90 mm
Trim: 76
A/R: 0.64
Turbine Housing PN 430609-230

Turbine Model 739548-5
Wheel: 53.90 mm
Trim: 76
A/R: 0.86
Turbine Housing PN 430609-231

Wastegated
Turbine Flange: T25 without studs
Turbine outlet: T25 flange 5-bolt pattern



Looking at the compressor map for the GT2860RS turbochargers will show you that it have a very broad range. Even if you have a low boost of 1bar it will flow 350+ hp if your engine is capable.

Here we see the two different turbine housings at work. And the bigger 0.86 A/R will give you more flow and in effect even more top end power. However it should be recomended to use the bigger one also if you have a big 3 liter engine. The ball bearings will give you exellent spool even if you don't use the smller 0.64 A/R turbine housing.

 The measurements and turbo flange drawings can be viewed in fullscreen.

The GT2860RS use the Standard T25 oil drain flange.

Oil inlet 0.4375IN - 24 Thread for 6.35 Tube Inverted flare connection PER SEA J512 Oil inlet
Oil outlet 2 x M8x1.25 13.5 oil outlet
Water connections thread M14x1.50

The Turbine wheel is cast from "Inconel" material suited for extreme applications. The Turbine housing have the traditional T25 5-bolt flange. 

This is the story behind the Disco Potato Turbocharger

The story starts with Dan Passe who, at the time, was a Nissan PR genius with a penchant for bending rules. He conveniently "lost" the paperwork for a 1.8-liter Sentra which Nissan Design International had modified for the L.A. Auto Show. The car quietly landed in the hands of Nissan engineers Steve Mitchell and Mike Kojima.

Meanwhile, a few miles away at Garrett, turbo engineer Jay Kavanagh wanted to boost his Miata. Having full access to the newest Garrett technology, he concocted a physically small turbo with a ball-bearing center section and internal aerodynamics 20 years more modern than the T3/T4 standard the aftermarket is used to.

A few cubicles from Kavanagh, Rob Cadle, a good friend of Mitchell and Kojima, realized Kavanagh's Miata turbo would be perfect for the SR20DET the Nissan boys were planning for the Sentra. He brewed up a turbo, stuffed it under his shirt, and went out the back door.

The Sentra was painted a unique combination of psychedelic, color-shifting brownish paint and was thus dubbed the Disco Potato.

Jim Wolf Technology built a very mild SR20 for the Sentra, making it functionally equivalent to a stock Japanese-spec SR20DET. The turbo was installed, and amazing things started happening. The car's power was impressive, 280 hp at the wheels, but not earth-shattering. The driving experience however, was. Throttle response was excellent, turbo lag virtually non-existent, and the tire-shredding power was easily modulated. The turbo spooled up early, making so much torque, that the best quarter-mile time (13.7 at 104.5 mph) was achieved launching in second gear.

Mitchell brought the Disco Potato to the Ultimate Street Car Challenge in 2001, and placed an impressive fourth overall. The rest of the time, the car was stashed away in Nissan USA's service garage and used strategically as an attitude adjustment tool. Whenever Nissan or Garret executives needed an injection of gasoline in their veins, they were offered the keys. They would inevitably come back grinning from ear to ear and breathing heavily, eager to bring horsepower to the masses.

During one such outing, which included a 1,000-mile road trip as well as a track day at Thunderhill Raceway, the fwd Disco Potato outran every car at the track and then blasted down the freeway at 140 mph. Several Garrett executives also experienced the Potato. They were so impressed, they decided to produce the turbo, double the engineering staff in the aftermarket department, and start applying this modern Garrett technology to a whole range of aftermarket turbos.  End of story.

Did you like the story? I sure did. A lot of people find the Disco Potato turbocharger as a very fun turbo to drive. And here is a little video of a Honda Civic B16 fitted with a GT2860RS turbocharger. I might add that this 1.6 liter engine drives and spools the GT28RS Disco Potato quite well.

Video text:

This car now has a third setup. First setup was a b16a2 N/A, second - b16a2 turbo, but burst slevees and now I will gave him a new life with the next engine, he has forged pistons and connecting rods. I'm using a turbocharger Garrett GT28RS (Disco Potato), what generating power 328,3HP and 323,3Nm with the 1bar of boost (14,5PSI).


You might want to fit this turbocharger to you're own car perhaps. Well sometimes there are a few problems, especially when using the existing turbo manifold.

Because most standard cars don't come with a turbo this big from the factory, you start to run into clearance problems.

However these problems can be solved quite easily with an simple turbocharger flang fitted as a spacer between you're standard turbo manifold and the turbo itself. Like on this Saab turbo. There was no need for grinding or further modification to make the GT28RS turbocharger fit. We can see the extra turbo flange with seals in the picture. 


I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.

Sunday, September 2, 2012

Garrett GT28R - GT2860R - 55 TRIM - 310 HP - 707160-7

The Garrett GT2860R turbocharger model 707160-7. Also known as 7's or GT28R 7's because of the model number. This turbo is a great upgrade turbocharger for the Nissan Skyline R34 GT-R and the RB26DETT engine.

It is compatible with the HKS GT2530 Turbos. The Garrett GT2860R 7's is a direct replacement upgrade turbocharger for the stock OEM Nissan RB26DETT engines GT2556R 702987-7 turbo used in Nissan Skyline R34 GT-R. And this makes it essentially an R34N1 turbo but without the lag!!


The Dual Ball Bearing GT2860R turbo (base Garrett P/N 707160-7) assembly with T25 style turbine inlet (with studs). Comes with an internally wastegated style T25 turbine housing that is unique, and is the same as the Skyline style (tapped turbine inlet holes, unique turbine discharge pattern, and low profile housing neck) and the Nissan Skyline style compressor housing with 2 bolt inlet and 2 bolt outlet.

It also includes the wastegate actuator bracket and actuator from the factory (also unique to this turbo).



Now before I go any further you need to know that there are actually 3 different versions of the GT2860R turbocharger. The biggest differences is on the compressor. And there are also 2 different RS versions called “The Disco Potato” that I’ll need to explain more about in another post. This Garrett GT2860R turbocharger have a smaller 55 trim compressor that wont allow you to run the highest boost pressures of them all. If you look at the compressor map below you can see that it will give you good airflow but starts to max out at around 1.8 bar.


If we look at where in the compressor map the GT2860R turbocharger flows the best we see that it's in the 1 - 1.4 bar boost range. Much higher than that and the turbo probably only produce heat and you wont gain much power anyways.

However this makes the GT2860R a good choice for twin turbo applications like the Nissan Skyline because working together they will produce a solid 600 HP and because of the dual ball bearings provide you with a great spool without much of an turbo lag. And because it's a T25 flage turbo it will bolt up right away to you're existing manifold if you are just looking for an upgrade.

Looking for even more power? Have a look at the 62 trim 360 HP GT28R Turbo model 707160-5



This GT2860R alone will work well all the way down to 150 HP and will give you 310 HP if needed. The recommended engine sizes for this GT2860R turbocharger is 1800cc to 3000cc.



Model: 707160-7
CHRA: 446179-54

Bearing: Dual Ball bearing
Cooling: Oil & Water cooled bearings

Compressor
Inducer: 44.60 mm
Exducer: 60.1 mm
Trim: 55
A/R 0.42

Turbine
Wheel: 53.90 mm
Trim: 62
A/R: 0.64
Wastegated
Turbine Flange: T25 with studs
Turbine outlet: Unique "compact" 5-bolt pattern

Turbine Housing Options: There are no hosing options for this turbocharger.

The GT2860R use the Standard T25 oil drain flange.

Oil inlet 0.4375IN - 24 Thread for 6.35 Tube Inverted flare connection PER SEA J512 Oil inlet
Oil outlet 2 x M8x1.25 13.5 oil outlet
Water connections thread M14x1.50


With an Turbine housing cast from high-nickel "Ni-Resist" material and the Turbine wheel cast from "Inconel" material the GT28R Seven turbo will even perform without a problem in extreme applications. The Turbine housing has a unique "compact" 5-bolt outlet that is not interchangeable with traditional T25 5-bolt outlets but is a Bolt-on turbo for Nissan RB26DETT engines commonly found in the Nissan Skyline.

I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.

Sunday, July 31, 2011

Garrett GT28R - GT2860R - 62 TRIM - 360 HP - 707160-5

This is the Garrett GT2860R turbocharger model 707160-5. This turbo is also an upgrade turbocharger for the Nissan Skyline R34 GT-R and is compatible with HKS GT2530 Turbos. The Garrett GT2860R is a direct replacement upgrade turbocharger for the stock OEM Nissan RB26DETT engines GT2556R 702987-7 turbo used in Nissan Skyline R34 GT-R.


The Ball Bearing GT2860R turbo (base Garrett P/N 707160-5) assembly with T25 style turbine inlet. Comes with internally wastegated style T25 turbine housing that is unique and same as Skyline style (tapped turbine inlet holes, unique turbine discharge pattern, and low profile housing neck) and Skyline style compressor housing with 2 bolt inlet and 2 bolt outlet.
Includes wastegate actuator bracket and actuator from the factory (also unique to this turbo).


Now there are actually 3 different versions of the GT2860R turbocharger, where the biggest differences is on the compressor. And there are also 2 different RS versions called “The Disco Potato” that I’ll explain more about in another post. This Garrett GT2860R turbocharger have a compressor that will allow you to use the highest boost pressures of of them all. If you look at the compressor map below you can see that it will give you good airflow well above 2 bars of boost. On the compressor map you actually read 3 bar on pressure ratio. That's because we already live in an 1 bar environment. So the total pressure seen on the map is 1 bar + the 2 bars that the turbo will give. 

If we look at where in the compressor map the GT2860R turbocharger flows the best we see that it's in the 1 - 1.5 bar boost range. This makes the GT2860R a good choice for twin turbo applications like the Nissan Skyline because you will get a solid 600 + HP with them working together. And because it's a T25 flage turbo it will bolt up right away to you're existing manifold if you are just looking for an upgrade.



The GT2860R alone will work well all the way down to 250 HP and will give you 360 HP if needed. The recommended engine sizes for the GT2860R turbocharger are 1800cc to 3000cc.
Model: 707160-5
CHRA: 446179-51

Bearing: Ball bearing
Cooling: Oil & Water cooled bearings
Compressor
Inducer: 47.2 mm
Exducer: 60.1 mm
Trim: 62
A/R 0.60

Turbine
Wheel: 53.9 mm
Trim: 76
A/R: 0.64
Wastegated
Turbine Flange: T25
Turbine outlet: Unique "compact" 5-bolt pattern
Turbine Housing Options (Same options as for the GT2859R turbo)
Part Number: 430609-230
A/R: 0.64
Wastegated

Part Number: 430609-231
A/R: 0.86
Wastegated
Now if you look at the dimensions of the you will see that the turbine options that Garrett and have are the same as for the GT2854R turbocharger. Also like I said above that the turbine outlet flange have a unique compact design to it (same as the GT2859R), so it will not work with the other GT25R flanges or other traditional T25 5-bolt flanges. So an special downpipe flage is needed, that use the Nissan Skyline bolt pattern.


The GT2860R Turbine housing is also cast from high-nickel "Ni-Resist" material for extreme applications. And the turbine wheel is cast from "Inconel" so it will take alot of heat and abuse. Also it has the T25 turbine inlet flange with threaded bolt holes instead of traditional through holes.
The GT2860R use the Standard T25 oil drain flange.
Oil inlet 0.4375IN - 24 Thread for 6.35 Tube Inverted flare connection PER SEA J512 Oil inlet
Oil outlet 2 x M8x1.25 13.5 oil outlet
Water connections thread M14x1.50



I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.

Saturday, May 7, 2011

Conversion Tables that will come in handy when dealing with turbochargers

When dealing with turbochargers you always come accross alot of different units of measurement.

That's why I made this conversion table here for you. I started out with only a few. But over the weeks I kept adding equations that are usefull. Put in the value you want converted, like 20 PSI.

Type in 20 the PSI box and click with the mouse on the BAR box and you will get the value in BAR.

I have made conversion tools for pressure ratio, that will come in handy if you are reading compressor maps. Along with conversions for airflow. And also some custom made equations that calculate Airflow to HP and turbo inducer mm to HP and much more. So these formulas will be of great help when reading turbocharger compressor maps. Keep in mind that some of these formulas are to give you estimates of what is theoretically possible to obtain.




PSI to BAR

PSI

BAR


lb/min to CFM

lb/min

CFM


These two formulas will give you an estimate of the theoretical engine HP you can expect from the given airflow.
lb/min to HP

lb/min

HP


CFM to HP

CFM

HP


The following formulas will calculate you're theoretical horsepower on the wheels (WHP) on ordinary 93 pump gas for any given airflow.
lb/min to theoretical WHP on (US 93 Pump Gas)

lb/min

WHP


CFM to theoretical WHP on (US 93 Pump Gas)

CFM

WHP


The following formulas will calculate you're theoretical horsepower on the wheels (WHP) on European 98 pump gas for any given airflow.
lb/min to theoretical WHP on (Europe 98 Pump Gas)


lb/min

WHP


CFM to theoretical WHP on (Europe 98 Pump Gas)


CFM

WHP


The following formulas will calculate you're theoretical horsepower on the wheels (WHP) on E85 fuel for any given airflow.
lb/min to theoretical WHP on (E85 Fuel)

lb/min

WHP


CFM to theoretical WHP on (E85 Fuel)

CFM

WHP




Pressure Ratio (ATM+Boost) to Boost Pressure (BAR)

PR

BAR


Pressure Ratio (ATM+Boost) to Boost Pressure (PSI)

PR

PSI


Map sensors (Mainfold Absolute Pressure) usually use kPa so this formula show you how much it is in BAR
Kilopascal (kPa) to BAR

kPa

BAR



This formula will calculate and give you the theoretical horsepower from the given turbo inducer size. Now this will only give you an idea about the possible power you can get. Because there are many factors that come into play. Also note that this formula only works one way.
Turbocharger Inducer (mm) To HP

Inducer MM

HP


MM to INCH

MM

INCH


HP to KW

HP

KW


NM to lbs/ft

NM

lbs/ft


KM/H to MPH

KM/H

MPH


KM to MILES

KM

MILES


KG to lbs

KG

lbs


CELSIUS to FAHRENHEIT

CELSIUS

FAHRENHEIT




I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.
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Good books on Turbocharging and High Power Engine Tuning

Turbo: Real-World High-Performance Turbocharger Systems (S-A Design) Turbochargers HP49 (HP Books): Turbo Design, Sizing & Matching, Spark-Ignition & Diesel Engine Applications, Water Injection, Controls, Carburetion, Intercooling, ... Street & Race Cars, Boats, Motorc Maximum Boost: Designing, Testing, and Installing Turbocharger Systems (Engineering and Performance) Turbocharging Performance Handbook (Motorbooks Workshop) Street TurbochargingHP1488: Design, Fabrication, Installation, and Tuning of High-Performance Street Turbocharger Systems How to Select and Install Turbochargers Supercharging, Turbocharging and Nitrous Oxide Performance (Motorbooks Workshop) How To Supercharge & Turbocharge GM LS-Series Engines (SA Design) Turbochargers (Technical Description and Discussion) Motorcycle Turbocharging, Supercharging, & Nitrous Oxide: A Complete Guide to Forced Induction and its use on Modern Motorcycle Engines Smokey Yunick's Power Secrets Troubleshooting and Repair of Diesel Engines Engine Management: Advanced Tuning Four-Stroke Performance Tuning 3rd ed: A practical guide Two-Stroke Performance Tuning Dyno Testing and Tuning Forced Induction Performance Tuning A Practical Guide to Supercharging and Turbocharging Volkswagen Sport Tuning for Street and Competition: Getting the Best Performance from Your Water-Cooled Volkswagen (Engineering and Performance) Fuel Injection: Installation, Performance Tuning, Modification (Motorbooks International Powerpro) Engine Management: Optimizing Modern Fuel and Ignition Systems (Haynes High-Performance Tuning Series) Two-Stroke Performance Tuning in Theory and Practice Motorcycle Tuning for Performance Building & Tuning High-Performance Electronic Fuel Injection Modern Engine Tuning The Design and Tuning of Competition Engines How to Tune and Modify Engine Management Systems (Motorbooks Workshop) Engine Builder's Handbook Secrets of Speed: Today's Techniques for 4-Stroke Engine Blueprinting & Tuning (Speedpro) Street Rotary HP1549: How to Build Maximum Horsepower & Reliability into Mazda's 12a, 13b & Renesis Engines Xtreme Honda B-Series Engines HP1552: Dyno-Tested Performance Parts Combos, Supercharging, Turbocharging and NitrousOxide--Includes B16A1/2/3 (Civic, Del Sol), B17A (GSR), B18C (GSR), B18C How to Build High-Performance Chevy LS1/LS6 V-8s: Modifying and Tuning Gen III Engines for GM Cars & Pickups (S-A Design) The sports car engine,: Its tuning and modification Tuning Rover V-8 Engines: How to Get Best Performance for Road and Competition Use High-Performance Subaru Builder's Guide: Includes the Impreza, Legacy, Forester, Outback, WRX and STI (S-A Design) Honda/Acura Engine Performance John Lingenfelter on Modifying SB Chevy Engines How to Build, Modify & Power Tune Cylinder Heads Racing Engine Builder's Handbook: How to Build Winning Drag, Circle Track, Marine and Road RacingEngines High-Performance Diesel Builder's Guide (S-A Design) The SU Carburettor High-Performance Manual (Speedpro) Weber Carburetor Manual: Including Zenith, Stromberg and SU Carburetors (Haynes Manuals) Rebuilding and Tuning Fords Kent Crossflow Engine Weber Carburetors (HP Books 774) How to Build Max-Performance Mitsubishi 4G63t Engines (S-A Design) (Performance How-To) Stock Car Racing Engine TechnologyHP1506: Advanced Engine Theory and Design for All Levels of Circle Track Racing Building Honda K-Series Engine Performance (Cartech) Ford Tuning Secrets Revealed (Secrets Revealed series) Ford Sohc pinto & sierra cosworth dohc engines high - performance manual How to Build & Power Tune Weber & Dellorto DCOE & DHLA Carburettors (Speedpro) How to Rebuild and Modify Carter/Edelbrock Carburetors: Performance, Street, and Off-Road Applications Flathead Tuning Manual Hot Rod Horsepower Handbook (Motorbooks Workshop)

Folks don't forget about racing safety gear when buying auto racing parts

I have been tuning engines for a long time and with that experience I tend to look a bit more at how other people tune their cars and bikes than anyone else. Now this is not true for everyone, but most of you will recognize yourself at some level.

About 25 years ago the level of tuning an ordinary street car would ever see was at most 30% increase in power. (Not true for every car out there, but I'm talking ordinary street cars here)

So if you had an Ford, Volvo or BMW the amount of power you could get would have been in the 150hp range and in some extreme cases 250hp. At this point this was the "limit" of ordinary naturally aspirated engines at that time. Yes there was a lot of racing going on at that time, and some of these race engines did get put into street cars and power levels would have been 300+ hp. But the amount of maintenance these race engines required and the cost to keep them running were too much for most people.

Back then you could not just go into a racing store and buy yourself a set of forged pistons and connecting rods. Let alone camshafts and valves to build your race engine.

With the introduction of turbochargers however the power suddenly increased to levels that are still uncommon in today’s cars. At the beginning people where not really sure how to tune turbo engines and intercoolers where something that most people had never heard of. Silicone hoses where did you get that? And real drag tires where not that common either.

But as time passed by, engine tuners got their hands on more parts and knowledge and the tuning business took of.

Now it still took some time before engine management systems where you could really start to extract power out of engines became common. And if you found someone who could tune these you would have to fork out serious doe to get everything working.

Along came chip tuning and turbo engines. What was unheard of just 20 years ago would now become a reality for anyone with a few minutes of tuning. Some of you might know the story of the Ford RS Cosworth, Nissan Skyline, Audi S1 Quattro, Lancia S4 to name a few and other icons of the late 1980 and early 1990. The turbo engines back then would give you 200hp and that is still today 25 years on about the same power level you would get from a new car. However today this is a common power figure for a station wagon. And back in the 80s only a few racing breed turbo engines would give you that.

But with a few changes to the ECU with chip tuning and some larger fuel injectors all that was needed then was to turn up the boost pressure and 350hp where unleashed. The only real limit here was only how much air the standard turbocharger could supply.

Sure there where different levels of basic tuning you could do but the effect was the same, more power.

With more and more tuner friendly cars coming out over the years the power figures are still holding almost the same. But what have changed today is the huge amount of DIY tuners out there. What engine tuners did 25 years ago have now entered the garage and racing parts have now become widely available to anyone. From the cheap Chinese made turbo exhaust manifolds to wastegates and almost every tuning part you can think of to the pure racing parts like forged pistons and engine management systems on sale that anyone can buy.

So what has happened is anyone with a little background in mechanics can now build their own race engine. Power levels have just gone up and up and up.. It’s not uncommon to see street cars today with 500hp and then there are the ones who have gone even higher, breaking the 1000hp barrier.

The one thing that all these engines have in common to achieve such power levels are of course the turbocharger. Without the turbo it would not have been possible. Well I’m sure a supercharger could do the job too but that’s another story.

However time and time again people forget the most important parts when tuning cars. I’m talking about safety and racing safety gear. I do see that people buy racing seats and that’s good. But most of the time they don’t buy racing seats because of the added safety. It’s because they think racing seats look good. And what about things like auto racing helmets that keeps your head intact. Most of the time people come to the track without real racing helmets and if it’s street racing that’s taking place, no one seems to bother wearing any kind of racing helmets at all.

I do understand that people feel protected inside their car and they don’t think they need roll cages and in some cases opt for roll bars instead but you really need to think about this.

Some of the racing safety gear you should look at are the following:
racing suit
racing shoes
racing helmets
racing gloves

In case you don’t have a fuel cell in your car and there is a chance of fire or fuel leak then you should consider racing fire suits also because these will save your life. Fire is not to be taken lightly. If you have a good fuel system in place to feed your engine and anyone who are looking for power is going to have that. Then you need to understand that at any given time those racing fuel pumps are pumping 2 gallons of fuel every minute. And if you get a leak and have an accident you are in real trouble if the power to the pumps are not cut right away.

So having the right racing safety gear to protect you is always a good choice. Today’s car are much safer than the ones years ago, but you need to understand that when we double and triple the amount of power and turn our 100mph car into a 200mph fire spitting monster of a car you really, really should spend some time and pick out some racing safety gear also.