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
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!
2.0T UPGRADE PROGRAM PART 1 - THE TRUTH ABOUT HYBRIDSBack in 2021 we launched our hybrid upgrade turbo for the Giulia & Stelvio 2.0T engine. With stock hardware maxing out at 310-320 hp we found that after fitting the upgrade turbo we could increase it with roughly 50 hp to 360-370 hp. A great result at the time, but ofcourse at some point people are looking for more, as were we.So we built a couple of turbos with bigger wheels, equipped with GT28 size turbines and 63 to 68 mm compressors. Unfortunately these turbos did not increase the potential over the initial 2263 spec hybrid turbo. We decided not to continue with these larger spec hybrid turbos despite noting that other vendors were promoting and selling similar units with unrealistically high power claims.Going bigger in wheel size without any advantage in top end power will only lower the efficiency with increased inertia and make the turbine housing structure weaker. The thinner the bore, the faster it overheats and ruptures as we have actually seen in reality. So we sticked with the 2263 spec, sold many units around the globe and recently one of our customers completed a 24 hour race with our hybrid turbo, which proves how durable it is.But… we want more, so we decided to deep dive in the how and why this power ceiling is there even with the wheel sizes that should support much more. Some say it is because of the Multiair, some say it is the tuning and so on…And yes, ofcourse there are always tricks to get more power such as E85 fuel, meth injection, nitrous etcetera. What we’re after is to achieve more than 400 hp on pump gas, which shouldn’t be that unrealistic given other 2.0 engines such as the VAG AE888 for example. And before we go on; yes, we are also aware the 400 hp claims are already being made, but lets have a look at our findings first.So we needed a test mule for extensive logging, in this case the company Giulia 2.0T Veloce.We upgraded it with our 2263 hybrid turbo, 4 to 3 inch downpipe, Ragazzon 3 inch centre section, Ragazzon valved 3 inch rear silencer and we beefed up the charge air cooling with an extra rad from the Giulia Quad and an additional water pump. We did the special hybrid turbo software from Squadra Tuning. First of all, we checked if the tune was maximized for this setup or was there any margin left? There’s several parameters to play with, the most important being boost pressure (or MAP), ignition timing and AFR. To check the limit we can use the detonation sensors already present on this engine, by logging the timing reduction per cylinder. We found using RON 98 pump gas we sometimes have some corrections, depending on ambient conditions. With RON 102, we had no limitations on this tune. Some tuners like to run very high boost, but that allows for less ignition timing, so it’s about to find the best balance. The end result: a solid 365 hp with 98 pump gas at average conditions.Apart from the logs of existing sensors, we also added some extra sensors at the turbo using our Banks Power Idash datamonster. We are now monitoring turbine backpressure, or EMP scroll 1, EMP scroll 2, EGT, post turbo exhaust pressure and several others. As we’re aware, this kind of data of this engine is never published, until now. See the graph in the photos below. What we notice; difference in pressure between the two scrolls. But most importantly; too high turbine backpressure overall in relation to the boost pressure, with a maximum of ~1 bar difference at around 6000 rpm. For comparison, we ran a very similar turbospec at the Giulia 2.2 diesel engine, obviously the diesel doesn’t rev that high, but comparing the pressure difference at 4000 rpm, the diesel turbo was way better and that while pumping a much higher boost pressure. Comparing apples with oranges? Not really as we isolate the turbos here.We figured out the backpressure is due to a choke point in the turbine housing, and to visualize the problem we cut out a section for you to see. The twinscroll divider is making the flow area to the turbine wheel significantly smaller than a traditional open housing. And given the complex shape of the housing it is impossible to machine it away, at best you can machine the divider a few mm’s back, as we already do in our upgrade turbo to increase flow a bit.The twinscroll is great for low and mid rpm torque, but in this application it is killing the topend potential. You can see it in most cases the maximum power is achieved between 5500 and 6000 rpm because at higher speed the backpressure increases faster, hurting cylinder fill.And what do all 2.0T upgrade turbos ranging from 330 to 450 hp claimed potential have in common? The restrictive turbine housing…. You can put huge wheels, special blade designs, but as long as the bottleneck remains it is all useless.So now you know, don’t expect magic as long as that twinscroll housing is on there!Next up: what we are building to actually fix this choke point!
In preparation for the new turbo upgrade, we will beef up the LT cooling system with a new central radiator, an additional side cooler (giulia Q) and extra waterpump. All to get the air intake temp as low as possible for increased air density.
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