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
(opens in a new tab)Engine performance parts for JTD and TBi engines
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Let’s test if this “megaphone” can add some depth and maybe flow to our 3” Raggazzon exhaust system!
2.0T UPGRADE PROGRAM PART 2 - REMOVING THE CHOKE POINTPart 1 might have killed some dreams, but it is important to acknowledge a problem before working on a fix, as is the case for many things in life.We want to emphasize that the hybrid turbo isn’t a bad product by any means, as it is plug&play, looks completely stock from the outside and delivers a solid performance gain with a minimal difference in low end torque response. For most owners it is a fantastic upgrade with good bang for buck. But it simply has its place in the performance ladder.If we want to step up to the next level into the 400 hp area, the hybrid isn’t enough, we need a full frame turbo, in which the housings are matched to the flow capacity of the wheels. Going full frame will mean a lot of required modifications to make it work, which will push the costs and time much higher. Choosing a turbo there’s some things to consider. For one the stock turbo is a reverse type, or counterclock wise rotating assembly which narrows the selection of aftermarket performance turbos, with, for example, the Borgwarner EFR units not suitable. Second important, it must be an internal wastegated type as we want to adapt the factory electronic wastegate actuator. And third, we want to make sure the water and oil connection points are at convenient locations. The final, and most important thing is the performance potential of the new unit, and how it will match with the Giulia’s 2.0 16v engine. After looking at several compressor maps the choice was made for the Garrett - Advancing Motion G25-550 unit with the v-band housing. It features ball bearings, MAR-M turbine wheel and has higher compressor efficiency than the G25-585 while having enough airflow range to support > 450 hp. One important aspect of this turbo comparing it to the hybrid is that it has an open, single scroll turbine housing. When comparing the G25 with a Giulia hybrid with a similar sized turbine wheel (47/53 mm), when we zoom into the turbine nozzle area, you can clearly see the massive difference. Here’s where we will gain a lot of exhaust flow, reducing backpressure, reducing EGT and increasing power. At the 2.2 diesel project we measured a difference of 30 hp on the same tune when switching to a bigger full frame turbo, let’s see what happens at the GME 2.0T. The simple fact is, with the same boost pressure, but decreased exhaust pressure, the cylinder scavenge ratio will improve.We are also well aware going from twin to single scroll will cost low end torque, we expect loss until approx. 3000 rpm, but going higher in rpm it should make more power and shift the power dropoff point further away. With the turbo selected normally we’d need a manifold to mount it to the head, but in this case the exhaust manifold is integrated and exists via dual ports to feed a twinscroll housing. So we designed an adapter, with the entry face matching the dual head ports and then a gradual merge into a round exit, routed over a radius path to get the exit flange at the best angle to fit the turbo. To blend the ports from cils 1-4 and 2-3 as smooth as possible we tapered the divider, to minimize turbulence in the area where the two exhaust streams meet. After a couple prototypes, we had the final design 3D printed (SLM method) in stainless steel 316L. See below how it turned out.We did a dry fitment on the crate engine and in the actual engine bay of the Giulia and all is looking promising, we still have a couple fitment details to tackle, but soon we should have a running prototype, to smash this 400 hp barrier!Stay tuned for the results!
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