JTD-Performance: het adres voor Performance upgrades aan JTD motoren. Ook bieden wij softwaretuning aan om de werking van de performance onderdelen te versterken en het maximale motorpotentieel te benutten.
Wij bieden performance parts aan voor veel verschillende motortypes. Alles van de 1.3 MultiJet tot bijvoorbeeld de 2.4 JTD, daarnaast bieden wij ook dieverse tuningdelen aan voor TBi en MultiAir motoren.
Bij wat meer gecompliceerde delen leveren wij handleidingen, u kunt er voor kiezen om deze op papier te ontvangen, of om ze digitaal te ontvangen via een door ons speciaal ontworpen platform.
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JTD-Performance
Engine performance parts for JTD and TBi engines
Another Stelvio 2.2 JTD saved from catastrophic engine damage... The customer noted low oil pressure warnings and came to us for the oil pump seal modification and timing belt renewal. With the sump and the timing belt exposed, we decided to remove the oil pump as well for a check. And we found 4 out of 7 screws loose in there! So we cleaned it, put the screws back in with loctite, mounted the seal modification and filled the engine with fresh 5W30 C3 oil. As an extra, we also placed the anti theft armor. Every thing back together the engine runs nicely and has a very healthy 6+ bar of oil pressure. The customer can now enjoy his nice Stelvio Sprint without any concerns!![]()
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Oil pump seal modification can be found here:![]()
jtd-performance.com/en/product/oil-pump-seal-modification-jtd-tbi/![]()
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Anti theft armor:![]()
jtd-performance.com/en/product/anti-theft-armor-giulia/
Giulia JTD turbo upgrade part 10B – 1756 vs 2262 test results!![]()
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For those who have not read the previous post, we are comparing a hybrid turbo, GTD1756mvkr with a GTB2262vklr on a (in-house designed) exhaust manifold using the same software tune on a Giulia 2.2 JTD RWD. Purely a turbo swap to check the differences.![]()
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After making many logs in 4th gear with both setups, using the Performance Logger, Datamonster and Multiecuscan we have gathered a lot of data. To visualize these the best way we have made 3 excel graphs that will speak for themselves. ![]()
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Let's move to the GTD1756 hybrid boost-emp-egt first. What we already suspected, the EMP goes through the roof with 5 bar absolute at 4300 rpm. What you can also see is the boost dropping off above 3500 rpm, this is NOT how it's programmed. The dropping off is simply the turbo not able to achieve the boost goal. Also the EGT goes up quite quickly and exceeds 900 degrees already at 4250 rpm. At a sustained run without egt limitation it’s heading towards 1000 degrees. We didn't continue to 4500 rpm in this log as things really went south with this turbo. If we look at the power and torque, with WMI we got to a 270 hp and 580 Nm.![]()
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Next was to remove the hybrid turbo and mount our custom made exhaust manifold with Maserati Ghibli based GTB2262vklr turbo. As stated, we did not touch the software, so the same boost and injection rate is requested. Let's check the second chart boost-emp-egt. First of all, the boost is not dropping off as fast, it actually follows the request very nicely in higher rpm. We sometimes get emails from guys that are tuning with a similair hybrid turbo, and ask if we can remove the boost limiter. The fact is, only the 210 version has a turbo rpm limiter, but in this case, the hybrid is limited by itselves, because of the high exhaust pressure. It's like trying to reach 30 km/h on your bycicle with a 40 km/h headwind.![]()
If we look to the EMP curve of the 2262, we only see a peak in low rpm, that is to make the turbo spool, between 2700 and 4250 rpm the EMP is below boost which is very benefical for cylinder filling. Also the EGT is much less aggressive, even though we started the log with 100 degrees more it ends up with 70+ degrees less as a maximum in 4th gear.![]()
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Moving to the power and torque, what we can see is a huge power gain for the 2262, reaching 300 hp, so 30 hp more at the max and even more in higher rpm. Ofcourse the 2262 is less powerful at 2000 rpm, but from 3000 rpm and up it's an easy win over the 1756 hybrid. So it's obvious that the engine is way more efficient, with the same amount of fuel burned. It makes more power and is more reliable as the EGT is significantly lower. We know from earlier logs that if we really push the 2262 there is an additional ~35 hp more possible.![]()
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Conclusion; Giulia 2.2 JTD "GTD17" hybrids advertizing 300 hp potential is nonsense. If someone would get close, then it will most likely end up with an engine meltdown. Go big or go home, case closed...
Giulia turbo upgrade part 10A – downgrade and retest![]()
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As we have been stacking upgrade to upgrade to the Giulia 2.2 engine for the last one and a half year, we learned quite a bit which changes worked and which didn’t. The Banks Power Idash datamonster with additional sensor modules took it to the next level, turning the car almost into a driving engine test center. With this new sensor data available, it was interesting to turn back to the first 2.2 JTD turbocharger mod we did in 2021 and re test it. ![]()
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We decided earlier not to sell the stock based hybrid option anymore because of small gains compared to stock, but funny enough there are many turbo companies that are claiming very high power numbers with their hybrids of around 300 hp. Almost all of them focusing purely on the compressor side, replacing the stock 52mm wheel to 56, 60 or even 63mm. Terms as “avional” , “point milled”, “curved blades” and “next gen” are used as selling points. ![]()
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Let’s zoom in on the stock 2.2 Giulia turbo once more. So it is a GTD1752mvkr, which means 43mm turbine inducer, 56mm compressor base exducer, 5th gen Garrett VNT, integrated turbine housing, watercooling and ball bearings. In fact quite a nice package with features like an 8 blade billet full blade compressor with extended tips, but mainly engineered for superior response and high torque at low engine speeds. ![]()
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Two characteristics of this unit makes it tough to improve, first the GTD17 vnt nozzle that sits with small clearance around the turbine wheel (making a swap to bigger turbine inducers hard) and two; the one piece cast exhaust manifold with turbine housing. So typical mods almost all turbo builders do are increasing the compressor wheel size & machine the cover and cut back or “clip” the turbine wheel to increase the flowrate (at the cost of efficiency). Recently there arrived some new turbine wheels in the aftermarket with less blades and bigger exducer that will help some, but don’t expect wonders from that as these are still “17” sized. Anyway, in 2021 we did just that, so we had the 52mm compressor replaced by a 56mm piece (originally from a GTD2056vzk), have the turbine blades clipped, new ceramic ball bearings and dynamic balancing. We ran it for about a year and figured for serious power a totally different approach was needed, which lead to the start of this blog and stepping up the turbo to eventually a GTB2262.![]()
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So for this test we mounted back the 1756 hybrid, but with all supporting mods to get the best out of it. That means Ragazzon downpipe with full 3” exhaust, hotter intake cam, additional CAC radiator and water methanol injection. We reflashed the tune for this setup with 3400 mbar boost pressure goal and 120 mm3 injection (and some other mods in railpressure and soi..). To add extra fuel we have a #5 WMI nozzle, with that it’s possible to get the AFR down to below 15, in other words, enough fuel flow. ![]()
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Want to know how it performed? We will show the power and torque, and also the boost pressure, airmass, turbine pressure and EGT we have logged with this. Then with the same tune we will test the 2262 custom built setup and look at the differences. Without adding the Torqamp, just to isolate the difference in turbocharger and manifold.![]()
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Stay tuned for the next post with results!
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