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
Giulia turbo upgrade part 8: Giulia 2.2 TWINCHARGED JTD !![]()
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We proudly present you what might be the world’s first Giulia 2.2 twincharged JTD, powered by a compressor and a turbo!![]()
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Inspired by the 1985 Lancia Delta S4 group B rally car, back in the day this setup was so powerful that the FIA banned it two years later. In the Banks Power Youtube series “building a monster truck engine”, the super-turbo combination is tested on a diesel engine and this made us think, how cool would it be to build it on a JTD. Why? Because, a turbocharger always has some delay on throttle input, known as turbolag. Also a turbo has boost threshold, which means the engine speed must be at a minimum level to produce enough exhaust energy to get the turbo to spool. Now VNT (Variable Nozzle Turbine) technology has improved these effects a lot, with pioneer Garrett improving their VNT technology with the GT to GTE VNT turbos. In the chase for more power we stepped up the turbo size a few times, although the current GTB2262 turbo works really good in terms of response and power we ran into a new issue; compressor surge. Especially in high gears, and rpm below 2000 rpm when the throttle is floored the boost builds up quickly and the typical chopping noise is clearly heard from the compressor. Basically the air pressure wants to escape back through the compressor inlet in reverse direction. Moving up in compressor size will make this worse. Also changing to later technology VNT, for example GTD will not fix it, as it is simply an characteristic of the compressor map, not the turbine where VNT applies to. Now there are anti surge modifications that can be made to the compressor cover and we are certainly looking to implement this option. However a much more effective way to overcome this surge is to assist the turbocharger by force feeding the air into it, and this is where the supercharger comes in.![]()
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There’s several types of superchargers around with each having their specific pros and cons. We won’t go through all of them, but the biggest obstacle is the needed space to incorporate it. It’s the size of the compressor unit it selves and there’s the belt drive that strongly limits how and where it can be placed. And as the compressor is not working for free, there is a power penalty with belt driven superchargers, that could be as much as 50 hp easily. All this is far from ideal, making it a no go for most applications…![]()
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…until two smart engineers developed the TorqAmp at the University of Eindhoven several years ago. An electric supercharger package, powered by a 5 kW electric motor which is fed by an 48V system. This concept is also used by Audi at the Q7, and thanks to Torqamp it is now available as an universal aftermarket upgrade option. The great thing is, it doesn’t have all the negative aspects of a traditional supercharger. It is compact, can be placed almost everywhere in the engine bay, and doesn’t come with the power penalty as it isn’t subtracting energy from the crankshaft. Ofcourse, the electric power has to be generated by the alternator, which pulls it energy from the engine as well, but it doesn’t do that under full boost conditions. Basically it charges the 48V battery pack when you’re cruising and discharges it when you floor the throttle. So when you floor it, you get all the power the supercharger makes. And with a fully charged battery pack, or “Powerbox” as Torqamp names it, there is several minutes of supercharging boost at your disposal, more than enough for street applications, as the battery charges very quickly the minute you release the throttle. ![]()
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After visiting co-owner Jelke Hoekstra and discussing the options how to integrate it, we made the plan to make a compound setup, with the Torqamp feeding the turbo inlet through an additional airflow path with a bypass valve added. All the air will flow through the MAF (we have upgraded it so it’s no longer a limiting factor) and comes to a Y piece where it can flow directly into the turbocharger or through the Torqamp into the turbocharger. This way we make sure the Torqamp will not be a limiting factor at high airflow. The Torqamp has a limited flow capacity, so it’s purpose is to fill in the low rpm torque gap which the turbo lacks. Once the turbocharger takes over, the Torqamp is not needed anymore and the air must flow unrestricted into the turbo compressor. The activation of the Torqamp is done with the control box, which we have connected to the throttle pedal. There are many other possibilities how to control it, also switching it off at a certain boost pressure. It’s even possible to make a 3d map how to power the Torqamp. We will start simply with just the throttle and move from there. And once we have set it up properly, we can look to install a bigger turbocharger to lift the maximum power even more.![]()
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Stay tuned for the results!
Because of illness there is a delay in order processing and answering to emails. We ask for your understanding, and we expect to be back in business a.s.a.p.
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