Welcome to JTD-Performance.com, the only shop specialized in tuning hardware for JTD engines Where remapping ends, JTD-Performance will continue! Take a look around in the shop and do not hesitate to contact us for questions.
We offer performance parts for a wide range of engines. Everything from the 1.3 MultiJet to the 2.4 JTD for example. We also offer tuning parts for TBi and MultiAir Engines.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.
We always include a manual with the products that are more difficult to install, you can choose if you want the manual on paper or if you also want it digitally on or special platform at checkout.
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JTD-Performance
Engine performance parts for JTD and TBi engines
Powered up 166 2.4 JTD 20v. This one came in for a tuning with almost 400.000 km at the clock. Despite that, datalogs were indicating a healthy engine. Only the turbocharger was on its way out with heavy overboosting, resulting in repeated error messages. As this had to be fixed prior to any tuning, the customer decided to go for a complete upgrade package containing GTB2262 turbo, 4 bar map sensor, intercooler kit and 70mm custom exhaust system. With these parts installed, we did a safe tune to ~275 hp/ 570 Nm, making this elegant 166 a true sleeper!
Giulia 2.2 JTD big turbo upgrade part 2![]()
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For quite some time we are working on a big turbo conversion for the Giulia/Stelvio 2.2 JTD. Hybrid turbos are on the market for several years, and despite some are claiming 300 hp potential we know that it is not realistic. Even with 3500+ mbar of abs. pressure, a lot of fuel injection and water methanol injection on top it maxes out around 270 hp.![]()
Our enemy here is the design of the integrated turbine housing and exhaust manifold, as well as the small GTD17 VNT nozzle, which are producing high backpressure at elevated power.![]()
So we need something bigger here, and welding a big turbo to the stock manifold will not provide the desired results, so we designed a custom manifold with 3D printed merge section. More information about that here: www.facebook.com/permalink.php?story_fbid=590601373073729&id=100063716133558![]()
As visible in the photos, the flow in the manifold has been drastically improved to the super compact stock design.![]()
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Regarding turbo choice, we have examined several candidates, such as the Audi GTD2060v, Mercedes GTB2260vklr, and Maserati GTB2259vklr. That last one has its water and oil connections at the most convenient location, and of course, as it comes from Giulia’s cousin Ghibli, it was an extra plus. So Maserati turbo it is, although upgraded with a 63mm point milled compressor wheel, improved lighter turbine wheel, ceramic ball bearings, and larger A/R turbine housing with 3” downpipe flange.![]()
The vband connection at the manifold makes future changes to different turbo specs much easier. Now we’re looking for ~350 hp/650 Nm with decent response and low rpm torque to have a nice driveable setup, and not a dyno queen to make only a huge hp number. ![]()
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Stay tuned for part 3, where we will mount it to the engine together with an all new designed downpipe.
The Giulia 2.2 JTD E6B engine roughly comes in two versions, the light and so called Full version found in the Veloce and AE. The most obvious difference is the intercooler setup, with a conventional air-air unit vs a more efficient water-air unit for the Veloce and AE. Another difference is the low pressure EGR, which is only fitted at the Full version to reduce NOx emissions. As this device routes exhaust gas to the turbo inlet, most tuners shut it down to prevent turbo issues in the long run. What is interesting to see, is the engine development engineers had to create a different turbo intake system in order to accomodate this LP EGR with an extra butterfly valve between the airbox and turbo. Because of that, the MAF had to be shifted and was merged with the airbox housing.![]()
It seems that some flow capacity of the airbox was sacrificed in this design, as the exit point was moved several cm's towards the center. In this case, the company car (AE version) had the LP EGR unit removed to make space needed for the planned turbo upgrade, so it made sense to convert to the other intake as well. Added advantage; a weight saving of ~5 kg, coolant not included. Stay tuned for more on this project!
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