When compiling the material, photographs were used from the Internet resources Injector-VAZ, SVR Conversions, Team-RS, Dvigateli-VAZ.ru, MotoProm, Cartuning, OKB "Dinamika" and many others.
Some materials may duplicate with the main content of the site. This is a very popular article. It, with bills (but mostly without), was stolen and posted on a dozen "tuning" sites and in the automotive press of the state of Ukraine. (I am even somewhat flattered that they steal so much from me - that means there is something. In this regard, I authorize free reproduction without reference to the source. for all representatives of sexual minorities passive ipa).
You can judge the quality of the "services" of such "tuners", which themselves cannot connect two words about what they offer people for a lot of money. People, be careful! :
The avaricious figures of the roller stand.
How many horses can be squeezed out of 8-kl. serial engine 21083. Tests on the roller stand of the VAZ 2108 - 17 .10 .2002 carried out with the participation of Uncle Sam.
Initial data.
WHA 2108
- Engine 1, 6, camshaft and cylinder head cross
- Sports receiver, 52 mm DZ, filter zero resistance, free release
- Without flow meter, additional corrections for atmospheric pressure and temp. air.
- Oxygen sensor. DPKV - on the flywheel. Speed limiter - 8500
- Standard gearbox
What happened (data on VSH from videos).
Maximum power 126 hp at 7400 rpm and a speed of 206 km / h. Naturally, without taking into account Cx, since there is no wind on the rollers :).
ВСХ standard engine 2112
Increase in working volume
The most common option for increasing the working volume up to 1600 cubic meters. cm is an increase in the piston stroke to 74.8 mm (standard - 71 mm) by replacing the crankshaft and pistons. There are several options here
a) "Forged" pistons common sizes 82, 0, 82, 4, 82, 5 84, 0 mm of various classes. Forged pistons come in both regular and T-shaped designs. The latter are much lighter in weight.
b) Standard pistons that have undergone a special mechanical revision.
c) Use of pistons 21213 with mechanical revision and replacement of connecting rods for a "floating" piston pin.
In addition to the most common crankshaft with a piston stroke of 74, 8 mm, there are also KVs with a piston stroke of 75, 6 (serial from 1, 6) 78, 79, 80 and even 84 mm. When using these crankshafts you can get volumes from 1580 to 1862 cubic meters. cm, and almost all configurations can be accommodated in a block of standard height. In this case, naturally, the "torsion" of the engine suffers due to suboptimal R / S.
The crankshafts themselves are produced in three "weight categories" - light, medium and heavy, from different blanks - 2112, 11183, etc.
In production VAZ cars with a volume of 1.6 liters. a crankshaft of 75, 6, 1, 5 liters is used. - 71 mm.
Owners 16 -cl. engines (for which money does not matter, can avoid this hemorrhoids and purchase an engine VAZ 21128 volume of 1, 8 liters. (100 hp, 160 Nm) or a volume of 2.0 liters and a capacity of 118 hp.
In the 21128 engine, the mass of the crank mechanism is reduced by 190 grams, a "high" block is used (higher by 1.9 mm.), The original crankshaft, connecting rods 129 mm long., lightweight pistons. According to the manufacturers, this modification does not bend the valve when the timing belt breaks.
For 8 V on the same OPP is issued new engine 21084 with a volume of 1.6 liters. 21084 is produced on the OPP only in the carburetor version.
| Specifications | 21203 | 21128 | 21084 |
| Cylinder diameter, mm | 82 | 82 ,5 | 82 |
| Piston stroke, mm | 94 | 74 ,8 | |
| Working volume, cm³ | 1980 | 1580 | |
| Compression ratio | 10 ,6 | 10 | |
| Rated power, kW / rpm | 80 /5400 | 60 /5600 | |
| Nominal cr. moment N * m, at rpm | 182 /3200 | 160 /? | 124 /3600 |
| Number of cylinders | 4 | 4 | 4 |
| Valve drive | Hydraulic pushers | Hydraulic pushers | |
| Clutch / diameter mm | 21203 /215 | ||
| Connecting rod length, mm | – | 129 | |
| Gasoline octane number | Ai 95 | Ai 95 | Ai 91 |
| Checkpoint | 21203 , 2123 |
Forced engine elements
Throttle pipe standard system injection has a diameter of 46 mm., to improve the filling of the cylinders with an air - fuel charge, it makes sense to increase the diameter of the damper. Most often there are 3 "tuning" sizes - 52, 54 and 55 mm... At self-revision keep in mind that a further increase in diameter dramatically increases the chance of spoiling the pipe (a very thin wall is easily destroyed) and take into account the fact that the damper itself has a somewhat unusual shape, simplicity is only apparent. When installing the DZ, it is necessary to set the thermal gap between the damper and the nozzle body with an adjusting screw in order to prevent the damper from jamming (especially with large temperature differences) and to provide a small air supply even with a throttle position of 0%.
IMHO, this feature makes sense only on forced internal combustion engines and then, only in the "full hole" mode. The effect of "agility" obtained from the use of such a damper is subjective and nothing more than a large air supply with a small opening of the remote control (similarly, if you just press the gas harder and harder). The disadvantage is twitching on very small throttles. The problem is solved simply - you need to ensure a smoother and more proportional opening of the remote sensing. This is solved by a small "tuning" of the cam DZ drive (from Dodgev-103) The use of this profile removes all the disadvantages of control at small remote sensing angles. True, at the same time the former pseudo - "playfulness" also disappears. Another negative factor - the quality of production of "Togliatti" DPs from bazaars leaves much to be desired.
Air filter
As you have already noticed, almost all tuning innovations are related to air and its passage along the way into the cylinders of your engine. It is important to ensure its unobstructed passage and the air filter is a rather important element on its way. The quality of regular filters on the domestic market is replete with fakes and leaves much to be desired, so you should weigh your attitude towards the car and decide whether to take a rather expensive sports filter for it. The cheapest one today is the JR filter (about $ 40). Of the "brands", K & N is often used. Do not forget that the resource of a branded sports filter with correct operation(that is, maintenance every 5-10 t.km using only branded materials) about 100,000 km.
Inlet receiver
An important element of the intake adjustment. The larger than the standard volume allows, with the correct design and adjustment, to smooth out the air pulsations, in addition, in this configuration, the length of the intake tract is shorter, which allows you to get additional torque at medium and high revs. To obtain high torque at low rpm, the intake ports, on the other hand, must be longer. It would be optimal to change the length of the intake ports depending on the speed. For example, up to 2700 - 3000 rpm. a long intake tract works, after a short one. This solution is implemented on many foreign cars, VAZ also developed an 11193 engine with a variable intake manifold length and timing phases back in 1998. Increased volume receivers must be installed on mid-powered tuning engines.
Inlet and outlet ports must be carefully processed - the diameter is increased (at the inlet, an increase in the outlet diameter that is not calculated, sometimes the opposite effect can be achieved), all irregularities, sagging, joints are removed - everything that can slow down the flow. Channels must be carefully sanded.
Some offices offer polishing - this is technically illiterate. By the way, not all "inconsistencies" in the cylinder head should be cut down, some of them play a rather important role, creating backpressure or deceleration of the flow in the right place.
Valve it is desirable to use a larger diameter and / or lightweight. For engine cranking over 7000 rpm it is recommended to use stiffer valve springs or "Schrick" sport springs and modified (lightweight titanium) valve discs. For 8 -cl. the engine perfectly "implants" valves from BMW with a stem diameter of 7 mm. Also, inexpensively (by tuning standards) you can purchase Shrick valves or make light titanium valves with a protective coating according to your drawing (as of December 2003, the cost of one such valve is 21 USD)
If it is intended to use standard valves, they should be as lightweight and lapped as possible. On the VAZ conveyor, there is no lapping operation for the valves, the chamfer on the valves and seats is designed for "self-lapping" during running-in.
Camshafts for tuning and sports differ in rise and phase response. The operating speed range in which the camshaft gives the effect of increasing engine filling is determined by the width of the valve opening phases and the wave (frequency) parameters of its gas path, i.e. geometric parameters of the intake and exhaust systems. But the very magnitude of this effect will be determined by the maximum lift, the "time-section" of the opening of the valves and the parameters of their overlap, provided that the resistance of the gas path is adequately reduced. It is important to decide for what purpose the engine is forced and, based on this, choose a camshaft.
Currently, the range of offered camshafts is constantly expanding. The listing of the “brands” alone is impressive - MasterMotor, STI, TorgMash, Dinamika, Braginskie, Nuzhdinskie, Stolnikovskie ...
Approximate timing response when using tuning camshafts
The principle of increasing valve lift by regrinding a standard camshaft
When replacing the camshaft, it is highly desirable (and in most cases mandatory) the use of the so-called "split gear", because it is necessary to very precisely adjust the phase characteristic of the channel, to “catch its resonance”. The device of such a gear is extremely simple - it provides the possibility of smooth displacement of the gear relative to the center, followed by fixation in the selected position. There are also "split" crankshaft pulleys.
For 8 ‑cl. VAZ engines are produced in a fairly wide range of shafts, for every taste. The most promising for "urban battles" are the shafts from the 49th to the 55th shaft, for racing - No. 62, then there are purely sports shafts for rallies and circuit races.
Of undoubted interest is a new direction of OKB Dinamika - r / shafts with non-planar pushers - a line of r / r shafts RX for the 21083 engine. This technical solution allows realizing a very large valve lift with a high valve opening / closing speed and a rather narrow phase characteristic. OKB "Dinamika" has a patent for this profile of the timing, although a similar technical solution was found on rather old foreign studies. OKB "Dinamika" produces 6 modifications of RX: RX1 -RX3 for “domestic” engines and RX4 -RX6 for motorsport.
For 16 -cl Master-Motor modifications are produced in only three pairs of tuning shafts 38/32, 44/38 and 50/44 (in the recent past, a rather successful pair 52/48 was produced, which was the most extreme in the "household" line.), With a height lifting up to 9, 6 mm (serial 7, 6), the rest - pure sport. When installing the shafts, it should be borne in mind that in new (2003) cylinder heads they can touch the tides, and the higher the lift, the greater the probability. Therefore, it is imperative to check the "scrolling" of the shaft, and if necessary modify the cylinder head .
Information on the topic:
1 . Tuning and sports camshafts 16 V
2. Tuning and sports camshafts "STI"
3. Tuning and sports shafts of OKB "Dvigatel"
4 . Tuning and sports shafts of NPF "Master Motor"
4 . Tuning and sports shafts "Dynamics"
5 . A little about the quality of STI shafts
Adjustment of the split gear (Vernier pulley).
Information from the site http://team-rs.ru
1 . Mark on both, fixed and movable parts, the standard mark, according to the standard gear.
2. Install on the shaft, put on the belt and align all marks (crankshaft, camshaft)
3. Check the inlet and outlet valve of the 4th cylinder: with aligned marks there should be an overlap (equally open inlet and outlet valves). If there is no overlap (i.e. one is open more than the other), loosen the gear screws and rotate the shaft relative to the outside of the gear). When the overlap is found, put marks on the gear (as in step 1). In this position, the shaft is at the point of overlap and the crankshaft and camshaft marks are precisely aligned. This is a conditional "0", from which there is an adjustment depending on the goals.
If the RV passes the mark before the RV it is "advance", if later - "lag".
Fuel supply.
Fuel pressure control... I hope there is no need to explain how important it is to maintain a constant fuel pressure in the injector rail. And, if, during normal city driving, the standard fuel pressure regulator is quite enough, at high speeds a situation arises when constantly open injectors lead to a general decrease in pressure in the rail. As a consequence - a decrease in fuel supply, poor spray, a failure in calculations, etc. Therefore, when forcing the engine, it makes sense to increase the pressure by 0.5 - 1 atm., Depending on the degree of engine forcing. Naturally, in this case it is necessary to adjust the injection program in order to ensure the correct composition of the mixture. In the latest "transitional" models and new VAZ engines with a volume of 1, 6 liters, a drainless system is used, the RTD is in the tank assembled with a gas pump and works with more high pressure 3, 8 atm.
Injectors... When forcing the engine, a situation may well arise when the performance (the amount of passed fuel) may simply not be enough. In this case, you will need to replace the nozzles with more efficient ones or install a second row of nozzles. The second option is rather complicated and time-consuming, although it is possible even on the standard January 5.1 block, therefore, it is easier, nevertheless, to install more efficient nozzles, with a capacity of + 15% to + 50% (it is undesirable to use generally available nozzles from GAZ cars, because they have one plus - great performance, all the others are minuses, and the fattest ones are speed and non-linear characteristics at the beginning of the range, where VAZ XX has.) Injector characteristics
Firmware
There is no doubt that in order to get the maximum effect from engine fine-tuning, a corresponding adjustment is required for almost all injection calibrations. Moreover, it is unambiguously necessary to fine-tune the calibrations on a specific car, as a result of which a firmware is obtained for a specific "hardware", its setting, the driver and his driving style. The final tuning of the engine and firmware is, in one phrase, a struggle for air, the engine must consume the maximum possible amount of air without interference, the firmware must be tuned for optimal fuel supply and ignition angles in all engine operating modes. With the appearance for serial versions of firmware January 5 of the engineering block J5 On-Line Tuner, (and later the J7 On-Line Tuner) allowing on-the-go, real-time adjustment of calibrations, this process becomes less time-consuming. Previously, such systems existed only for tuning and sports blocks "Corvette" of the company ABIT(St. Petersburg). During the tuning process, the task of the tuner is to ensure the correct mixture composition - up to 12.6: 1 in power mode and 15.5 –16.5 in economical mode.
It would seem that everything is simple, but in fact it is a delicate and painstaking work - the composition of the mixture should be optimal over the entire range of engine speeds. In addition, there are power enrichment modes, transient modes, etc. ... I had to roll out for many hours with the engineering unit, constantly monitoring the composition of the mixture. Due to its high inertia, it is possible, but rather inconvenient, to work with a gas analyzer (GA). A big breakthrough is the use of broadband DC controllers by Innovatemotorsports (USA) when setting up Alphometers - controllers.
Exhaust system.
As a rule, tuning cars are fitted with 4-2-1 “spiders” that work well in a fairly wide rpm range. 4-1 systems have not taken root in civilian tuning because of the very narrow range of effective operation. The principle of operation of such a release is based on creating a vacuum in front of the not yet open exhaust valve, which contributes to better cylinder purging.
The most common "tuning" we have is the installation of a "sports" muffler. The most common (and, naturally, the cheapest) products are Nex (IMHO - it sucks) and PowerFull, Remus, Asso, Sebring are less common ... Such a muffler can only be useful in combination with a direct-flow "spider", a proprietary main and additional muffler with pipes of increased diameter (at least 55 mm for engines 1, 6 and above). Otherwise - only a deeply pretentious sound. Moreover, Powerfull produces the least "noisy" models, ASSO - the most aggressive and loud. PRO-SPORT offers "banks" with the ability to adjust "volume" +/- 10 db with a removable insert. Well, of particular interest is the Pro-Sport muffler with electric (from the passenger compartment) volume control, from standard to "Super-Sport" (30 db difference). Exhaust sound is a matter of taste, personally I like the quiet "growl" - it's a large PowerFull can (center) and two-pipe (DTM) Remus. However, the price of the first is 75–80 USD, and the second is more than 300.
Rows of checkpoint, main pair
The choice of gearbox and GP depends on the goals and capabilities of the engine. The table lists the main popular series of the budgetary serria.
| Row / transmission | 1 | 2 | 3 | 4 | 5 | 6 |
| Standard | 3 ,636 | 1 ,950 | 1 ,357 | 0 ,941 | 0 ,784 | |
| 21083 –05 | 2 ,923 | 1 ,810 | 1 ,276 | 1 ,030 | 0 ,880 | |
| 21083 –06 | 2 ,923 | 1 ,810 | 1 ,276 | 1 ,063 | 0 ,941 | 0 ,784 |
| 21083 –07 | 2 ,923 | 2 ,053 | 1 ,555 | 1 ,310 | 1 ,129 | |
| 21083 –08 | 3 ,416 | 2 ,105 | 1 ,357 | 0 ,969 | 0 ,784 | |
| 21083 –11 | 3 ,636 | 2 ,222 | 1 ,538 | 1 ,167 | 0 ,941 | 0 ,784 |
| 21083 –12 | 3 ,250 | 1 ,950 | 1 ,357 | 1 ,030 | 0 ,784 | |
| 21083 –18 | 3 ,170 | 2 ,105 | 1 ,480 | 1 ,129 | 0 ,886 | 0 ,784 |
On cars 2108 -09 -99 -15, a GP with a gear ratio of 3, 9 is installed as standard, on the "tenth" family - 3, 7. By installing a GP with a large gear ratio on a car, you can noticeably increase the dynamics at the bottom, while losing, however, at the maximum speed. As a rule, the market offers ready-made "commercial" series of gearboxes, with which it is possible to use in addition to the standard GP 3, 7; 3, 9; 4, 1, tuning GP - 3, 5; 4, 3; 4, 5; 4, 7; 4, 9 and 5, 1. The most important parameter when calculating the transmission is the total gear ratio (gearbox + GP) in each gear.
A good example of an illiterate approach to calculating the transmission is the standard front-wheel drive VAZ gearbox. As a result of the inconsistency in rpm in 1st and 2nd gear, the latter experiences severe overloads when shifting, which puts it out of action earlier than others. When installing rows in cars of the 10th family, it is desirable to use a secondary shaft 083.
Gear ratios and speed characteristics different options for "crossing" the rows of the checkpoint and GP can be calculated
Differential lock.
Differential lock (limited slip differential, limited slip differential). Unlike a standard differential, "lock" allows the torque to be redistributed from an unloaded wheel to a heavier wheel, or from a wheel with a lower coefficient of friction to a wheel with good traction.
"Locks" are screw and disc. Screw - "Quaife" are used on civilian cars - they do not require special maintenance and are often made in "civilian" versions (low blocking degree), convenient for the daily operation of the car. Such a lock increases off-road ability and stability in corners, but a certain skill is required - driving a car with a lock is different from a car with a standard differential.
Sports cars use disc-type differentials capable of transmitting almost all of the torque to a loaded wheel. These locks are used primarily in motorsport.
Brake system
Car tuning is generally more logical to start with brake system, namely from the front brakes, it is they that bear the main load during braking. At the same time, one should not forget that interference with the standard brake system is prohibited by traffic rules.
On VAZ cars, it is possible to install front ventilated discs with a diameter of 14, 15, 16 inches. It is better not to save on this and buy branded discs and brake pads. Rear disc brakes are an expensive pleasure, but braking performance is significantly improved.
In order not to feed the numerous staff of tuning firms who want to earn all the money at once, the rear disc brakes can be made from the front "eighth" discs and calipers from the Oka (VAZ-2108, VW) and a hydraulic or mechanical parking brake. It is quite simple to make and install such brakes.
It should be borne in mind that intervention in the braking system is a serious decision affecting your safety, prohibited by traffic rules. In my opinion, if the braking efficiency does not suit in any way, the most optimal use in front is branded ventilated perforated brake discs, in the back - brake drums of increased diameter (from the classics). Such those. the solution was applied to the VAZ 21106. Naturally, the use of high-quality brake pads.
Suspension
Correctly adjusting the suspension for certain conditions is an important and difficult task. There are no “universal” suspension options. Winning in one always loses in the other. On an uprated car, the suspension should be set sufficiently tight and as low as possible. Shock absorbers are subject to replacement or adjustment, springs - sports or cut-off standard, or lowered springs with a progressive characteristic, the struts are replaced with a ball joint (“AL”) or SS20 tuning supports. The rigidity of the body must also be increased with the help of special struts. Suspension tuning is a very difficult and painstaking task.
Nitro Oxide System
This method of boosting the engine is used for short-distance racing and despite the huge amount of unrealistic rumors, it does not represent anything new, revolutionary and supernatural. Crude technical nitrous oxide is used to boost engines for short races where short, powerful accelerations are required. The effect is achieved by increasing the amount of free oxygen in the combustion chamber, which can effectively oxidize more fuel.
To ensure maximum engine performance, the fuel / oxidant ratio must be carefully observed. In engines internal combustion oxygen contained in the air is used as an oxidizing agent, the proportion of which is approximately 20%. The amount of fuel supplied to the cylinder directly depends on the amount of air consumed. Excessive enrichment leads to the opposite result - a rich mixture burns slowly and poorly due to the absence of an oxidizing agent. Nitrous oxide contains 35–36% oxygen, therefore, it is possible to increase the fuel supply by 15% without reducing the efficiency of the combustion process.
It should be borne in mind that in this case the engine temperature rises sharply and the injection of nitrous oxide should be used for more than 15–20 sec. without the use of additional cooling means is detrimental to the engine. Currently, there are two types of "nitros" injection: the usual one, when only nitrous oxide is supplied to the intake manifold, and the second, when an additional supply of a ready-made fuel mixture is carried out. The second system is much more complex and slightly more efficient. In carburetor systems, the installation requires the installation of an additional fuel supply system, the injection systems are recalibrated and, possibly, will require the installation of fuel injectors with higher performance.
For those who are interested - you can read in more detail here: http://larkon-auto.ru/tuning/motor/nitrous.htm
Resource for forced motors
Engine wear depends primarily on the degree of forcing, load, operating conditions and the quality of fuel and lubricants. Modes of maximum loads in Everyday life are used extremely rarely and, as a rule, for a short time. Therefore, we can safely say that with "civilian" tuning, the engine resource practically does not change. And, on the contrary, it can change upwards. Engine tuning is, in most cases, individual highly skilled manual work, precise adjustment, weight distribution, and balancing of the internal combustion engine. The most modern tools are used, experience is constantly being accumulated and technologies are being studied. Of course, the quality of work in this case is incomparable with the assembly line.
http://tuningplus.narod.ru/articles/tun_theory/index.htm
http://gt-parts.com/modules.php?op=modload& name = Subjects & file = index
http://tuningplus.narod.ru/articles/tun_pract/theory_practics.htm
http: // auto 2141 .narod.ru / soderzh.html
http://dvpt.narod.ru/russian/history/index13
http://beetle.org.by/tuning3 .html # 31
http://www.innovatemotorsports.com/index.html
http://www.performancetrends.com/
http://www.xede.com.au
http://innovatemotorsports.com
Well, if we have already started the topic of engine tuning (read), then we will continue it. In the previous article, I touched on the rework of the engine, its change in better side, for work with heavy loads and revolutions. How to do it? What needs to be changed? And what is it called? I propose to talk about forcing ...
"Forced" engine Is a unit with improved characteristics that unleash the full potential of the engine and make it work with other powers. Sometimes the increase in power can reach the "initial" value of the unit, with virtually no loss of resource. For example, there was 110 hp. - it became 220 hp However, for such a "boost" you need to change almost half the motor.
In simple words, we are doing a lot of work to increase the efficiency of the motor - reduce friction, reduce the efficiency of other attachments, if necessary, turbocharging the engine, etc.
Ways to increase engine performance
No design changes
1) The very first and relatively inexpensive method is to flash the ECU unit (), you replace the standard program with a more "powerful" one. And with practically no loss of resources. Thus, up to 10% of the power can be achieved. The thing is that many manufacturers actually stifle engines for the sake of ecology. The firmware removes these restrictions. A small video.
Also, the upper part can have all kinds of bizarre shapes - this is done for greater compression. Connecting rods and "rings" are produced in a set and, as usual, also consist of strong metals, because the ring, in fact, rubs against the sleeve or against the block wall, and therefore must withstand maximum loads.
6) Block head and camshafts. They also change, the main task is to make a more complete filling of the combustion chamber - for this they change the phases, make them wider.
More high revs at the "top". However, at the "bottom", the engine "dulls" a little, so the driver has to often "twist" it. It is important to remember that such a camshaft must work in conjunction with a modified crankshaft, otherwise it is impossible! In general, you can carry out many different manipulations with the head, watch this video, it is very useful.
Highly effective method raising power. Many people initially think that installing a compressor is it - forcing. This is fundamentally not true, as you already understood this is a set of measures.
However (or mechanical) is essential element raising productivity. The principle is simple - such equipment is installed on the car, which is carried out from the crankshaft. Thanks to it, the engine torque can be significantly improved. I will try to write a separate article about this.
TOTAL
Forcing the engine is a very complex work requiring delicate calculations, which allows you to achieve high performance and rpm results. Almost all components and assemblies are involved here, even you will need to change the firmware! So such work must be carried out consciously, with an understanding of why you are doing it! Then the performance of the engine can be raised to a whole new level. I personally saw when they squeezed out of simple "VAZ" 200-odd horses.
No serious car tuning is complete without forcing the engine. This procedure seriously increases the engine power, which means it increases the speed characteristics of the car. In this article, we will take a closer look at what engine boost is, how is it done, what is it for and is there a need for it?
What is engine boost?
In many languages, the word "forcing" can be translated as, "enhance", "accelerate", etc. Regardless of the type of engine, improving its speed characteristics is done by replacing standard parts with improved ones, changing the size of certain chambers, adjusting power systems, exhaust, etc. Currently, there are many ways of forcing, which allow one way or another to improve the dynamic properties and achieve the most efficient engine operation.
Inexpensive ways to boost engines
Video - DIY engine tuning
This ends the most inexpensive ways to boost the engine. As a rule, they do not significantly increase the performance of the motor, but they require less financial costs. Now is the time to learn about more serious methods that actually improve engine performance.
How to boost the motor more efficiently
Increase in the working volume of the motor. In another way, this method is called "boring" of cylinders. Everyone knows that the higher the engine size, the more powerful it is. Therefore, an increase in displacement is imperative when forcing the engine. The expansion of the cylinder walls is performed as an adaptation to the new piston size. This suggests that it is unacceptable to bore cylinders "from the bulldozer". First of all, the necessary pistons and connecting rods are purchased, and then an increase in volume.
- Sleeving... This method can be called as an addition to the first. The fact is that when boring the cylinder walls, they lose their properties and become less durable. Thus, the likelihood of failure of the cylinder block increases markedly. To reduce the wear of the cylinder walls, it is necessary to install special liners inside, which have good wear resistance. Thus, the resource of the motor increases significantly.
- Using a lighter crankshaft... Lightening the crankshaft is also a prerequisite for forcing. In fact, such a part is made of a more durable material and has a greater weight compared to the standard one. However, when the speed reaches 3000 rpm, the inertial force begins to work, which spins it even more. Thus, efficient operation of the engine at a given speed is achieved.
Do not forget that along with the replacement of the crankshaft, a special bed with liners is installed in the unit. This measure is necessary to reduce the wear of the cylinder block, which is achieved by rubbing the harder material against the softer one.
Along with a change in volume, the combustion chamber, in particular, changes. Many parts of the cylinder head are subject to changes, as well as parameters such as gas distribution. Indeed, along with the change in volume, the amount of mixture supplied to the cylinder must be increased. Adjusting the cylinder head parameters requires great skills, so it is not recommended to do it yourself.
- Turbocharging application... Installing a turbocharger can be considered the most significant step towards increasing power. It is a pump that pumps an additional portion of air into the combustion chamber under high pressure. The compressor is driven by the force generated by the exhaust gases in the exhaust manifold and makes the maximum increase in power for the motor.
Why boost the motor? Do you need it?
Despite all the advantages of a boosted motor with increased power, its use for everyday cars is impractical. The fact is that a powerful motor has two drawbacks: increased consumption lubricants and fuel, as well as a smaller resource.
This motor can only be installed on a racing car, which is repaired after each race. In this case, its maximum speed characteristics are necessary only for a short time - a race or a small series of races, and a long and monotonous ride on city roads will not be economical at all. That is why, before tuning the engine, it is recommended to ask yourself the question "Do I need it?"
That's all there is to know about boosting the engine. We hope this article helps you to do right choice regarding this issue.
Forcing is an increase in the output parameters of the engine: power and torque, usually rpm. It is being implemented with a whole range of measures.
Boost classic - straight-through twin carburetors
Many would like to have as many "fast horses" as possible under their feet, but not everyone can imagine what price they will ask for. And not only in conventional units. Therefore, first you need to find out the limits of your desires, based on the capabilities of not only your conto, but also the source material. That is, the existing car and its engine. One limit may be for a purebred Bavarian, and a completely different one for a purely Soviet Muscovite or Volgar. I will say right away that the latest clients are already close to their spill limit, so talking about forcing them is simply ridiculous.
Turbulence of flow on
sharp changes in cross-section
channels
So we have a sturdy, modern car, preferably with four valves per cylinder, two camshafts in (each) head, and the hope that it can do and withstand more. Where to start? Let's see what are the ways to increase power. And one more thing, if you decide to boost the engine, then high fuel consumption reasons you should not be interested, because as the engine power increases, the consumption will naturally increase.
Practical injection
The main method of forcing is to ease the "engine breathing". This means not only a decrease in the passive resistances of the inlet and outlet ducts, but most importantly - an increase in the "time-section" parameter of the valves, which depends on the valve timing and valve lift. That is, the higher the revs (and their increase is the most effective way to increase power), the earlier the intake valve must open and later close in order for a fresh charge to fill the cylinder. However, if it is opened too early and closed too late, the mixture will be pushed back, and there is an optimum for each engine speed. It is different for each engine, therefore it is finally selected on the test bench. The higher the degree of boost, the narrower the operating range of engine rpm, which forces the use of multistage gearboxes. This disadvantage can be eliminated or weakened by mechanisms with controlled phase change, however, they have not yet entered the practice of tuning and require a significant reconstruction of the valve timing mechanism and the head.
The resistances of the inlet and outlet tracts should have smooth cross-sectional transitions without sharp bends typical for production cars and steps in their joints with the channels in the head, a smooth surface, preferably polished or even chrome-plated, as well as the maximum possible flow sections.
On the surface lies the idea of using the natural high-speed pressure of the air flow to recharge the cylinders. However, the pressure of this head is too low to affect the filling and power. So, at a speed of 100 km / h it is 0.0047 cr / cm2, at 200 - 0.0189, and at 350 - 0.06. Low intake air temperature has a greater effect.
The best filling is provided by fuel injection systems. The Italian racing twin parallel carburettors Weber 40 (45) DCOE give a good effect, for many years they have completely adorned racing equipment, and now hot rods in their various versions. For uprated engines, Dell'Orto's single horizontal and tilt carburettors are also available, giving a good peak power, but more fuel consumption, and more responsive to adjustments. The most elastic characteristics are provided by the British SU carburetors and similar in design Stromberg and Bing with a constant vacuum in the diffuser, as well as the Japanese Keihin. Americans prefer local four-barrel carburetors like the Holley or Carter, especially those with a compressor.
To reduce mechanical losses and reduce dynamic loads on engine parts, critical parts are lightened: pistons, connecting rods, valves, pushers (except for light cups), crankshaft and flywheel.
For a high degree of forcing, pistons are forged from wrought aluminum alloys of the AK group. Such pistons withstand higher loads, but have a higher coefficient of thermal expansion, which requires a larger working clearance in the cold state. The oil passage under the crown is very useful for cooling the hot zones of the piston, but this is a difficult task. Some forcers manage to do it from the inside out. Famed F1 firm Mahle solved the problem in a different way. It cuts an annular channel from the top of the bottom and welds the annular cover into it with an electron beam.
Racing pistons are made with a minimum height and friction surfaces and a minimum number of rings - 3 or even 2. The rings themselves are very thin: 1-1.2 mm to reduce vibration stresses and friction losses. Of course, the resource of such parts is small.
Great influence on loads crank mechanism and the mechanical efficiency is provided by the mass of the connecting rods. For example, replacing the connecting rods with lighter ones in the sports version of Skoda automatically increased the power by 5 hp. Audi tuners lighten the standard connecting rods by 100 g. The use of light forged duralumin connecting rods gives even greater effect. However, they are made by few firms and they are much more expensive than steel ones. Very cool companies like Porsche and the like use titanium connecting rods in their racing motors. Their manufacture requires a complex technology, and, in addition, their low thermal conductivity creates problems with overheating of the liners. More promising is the manufacture of connecting rods from composite materials. It goes without saying that the use of quality inserts from reliable companies is implied, otherwise the whole work is meaningless.
Standard lubrication systems need to be improved in order to avoid oil outflow from the parts of the mechanisms, especially the distribution mechanism, under the influence of the inertial force in the tense corners of the track. For this, additional channels and pipes for draining oil from the head are made, oil receivers are changed, oil pumps of higher capacity are used. Sometimes an additional oil pump is installed. After these improvements, of course, not the engine smokes on a cold... Improvement is sometimes needed for the cooling system.
Lightweight 5 kg
and standard Audi crankshaft
The effect is also provided by the lightening of the crankshaft and flywheel. For a stressed engine, both must be steel, since the strength of cast iron is insufficient for high revs. The middle crankshaft is 5 kg lighter. Flywheels are sometimes made of duralumin with a pressed-in rim and clutch lining.
And after all these labor and financial feats, you just have to add the racing clutch, "Short" gearbox, limited slip differential, good shock absorbers, reinforced brakes, add rigidity to the lightweight body, appropriate spoilers, wide tires, find out what kind of gasoline and which oil is better and fill them - and you are almost a racer. Don't forget the helmet and what you wear it on.
Forcing the engine, or engine tuning, is a specific set of technical processes that are aimed at upgrading the engine. The purpose of this engine improvement is to increase the maximum speed and torque, thereby increasing the effective power of the internal combustion engine.
In common parlance, engine tuning is called the refinement of the engine, which aims to increase its power and efficiency. In addition, forcing the engine is also called its complete replacement with a more powerful one. For direct boosting of an internal combustion engine, factory stock production parts are replaced with new improved elements (connecting rods, pistons, valves). In addition, factory stock engine parts can be modified and lightened.
This procedure is carried out in order to reduce losses. In addition, a mechanical supercharger (compressor) or turbo charging is installed on the engine itself, exhaust system improves as well as installs air filters with reduced resistance. Other types of tuning are also very common. Nevertheless, whatever the process of forcing the engine itself, the main goal does not change - to increase the effective power of the internal combustion engine.
1. What are the methods of forcing the engine.
In different languages, the word forcing means strengthening, acceleration or strength. It is because of the etymology of this word that it is used to refer to the adjustment of the power of an internal combustion engine. As for cars, engine boosting should be regarded as nothing more than engine tuning and all work carried out that aims to increase engine power - revision of factory parts and structures.
When performing the procedure for forcing the engine, the factory parameters are significantly improved and overcome. As a result, you can get a result that signifies a significant increase in the productivity of mechanisms and assemblies. At a certain moment, when a motorist has the idea of forcing the engine, it is necessary, as, in fact, with other thoughts about tuning other systems vehicle, ask yourself a few questions: why do you need to boost the engine, will the engine's performance be improved and, most importantly, what are the material costs for this work? If all the answers are positive, then you can proceed with the forcing of the car engine with peace of mind and a share of enthusiasm.
The first method, which is suitable preferably for modern cars, is an chip tuning. In essence, this procedure is an invasion by the motorist into the whole electronic system vehicle, in order to correct its control programs. Often, this method generates a correction of the engine control unit, as well as the installation of additional controllers, which are modules to increase engine power. If there is no special equipment and, most importantly, special knowledge, it is not recommended to carry out chip tuning on your own.
The second method is more radical, as it involves the mechanical part. It is called that: mechanical forcing of the engine. This procedure includes a lot of processes, both for finalizing the factory stock of already existing units, and for replacing these units with new ones that are more efficient and productive. And even so, if the motorist is a professional in using tools such as a hammer and a chisel, one should not immediately and without training and knowledge proceed directly to tuning the car's engine system. It is important to remember that in any form of tuning, whether strengthening the suspension, or tuning the cabin, or boosting the engine, the beginning should be to calculate the changes in the vehicle's behavior.
2. Increase in engine displacement.
The most radical way to increase the performance of a car engine is to increase its working volume. The number of cylinders, their diameter and the amount of piston movement - this is what the engine displacement directly depends on. Due to the fact that the cylinders are a stationary device and it is impossible to change their number, only the last two above parameters can be corrected.
The cylinder diameter directly depends on the design of the engine. To increase it in an engine that has cast iron cylinder blocks, a cylinder block bore must be used. This procedure serves as a springboard for the installation of new larger diameter pistons. After that, microroughnesses are applied to the piston, which contribute to the retention of an oil film on the working surface of the cylinder.
The simplest change in displacement is a process that takes place in engines, the cylinder block, which is made of aluminum, and itself carries a wet insert liner. In this case, in order to change the cylinder diameter, the corresponding new liners are used, which are available in the range. In order to increase the piston stroke in the cylinder, it is necessary to use a modified crankshaft, which has an increased crank radius. In the modern world, there is a huge selection of crankshafts for different types of engines: both standard and forced.
When directly determining the configuration of the engine as its volume increases, short-stroke and long-stroke options are used, which determine the parameter, which is the piston stroke or cylinder diameter, which will predominantly increase. It is important not to forget that the working volume of the engine unit itself, in addition to affecting the maximum amount of power, directly affects at what speed these maximum values of power, as well as torque, can be achieved. Thus, the maximum values of torque and power, with increasing stroke, are achieved at the lowest values of the engine speed.
3. Increasing the compression ratio in the combustion chamber.
One of the main techniques for increasing engine power is to increase the compression level in the combustion chamber. It is because of this procedure that the greatest return on engine volume is obtained. Thus, fuel consumption remains at the same level as it was, and engine power will increase significantly. In this case, the question arises as to why the compression ratio is not raised to the maximum possible level from the factory at the stock installations? The answer is simple. The whole catch lies in the characteristics of gasoline, which do not allow the compression ratio to be raised more than a certain specified level, without the formation of various kinds of detonation. If the compression ratio is significantly increased, then the engine power will also increase significantly, but, nevertheless, the problem will be that the car will have to be filled with higher octane fuel. But, on the other hand, since the engine after all this will work more efficiently even at the power that it had before, fuel consumption and consumption will be much less, and the price differences will be insignificant.
There are two ways to increase the compression ratio in the combustion chamber. The first way is to install a thinner gasket for the engine itself. In this case, the problem of a collision of the valve with the pistons may arise, so everything needs to be carefully calculated. A variation would be to fit completely new pistons into the engine, which will have deeper valve recesses. In addition, there will be a change in the engine timing, so they will have to be completely re-tuned.
The second method is engine cylinder boring. This process will require replacing the pistons. Nevertheless, this method contributes to an increase in the working volume of the engine, and, at the same time, to an increase in the compression ratio, since the combustion chamber itself does not change, but the volume of the cylinder changes. It is the ratio of the first volume of the combustion chamber to the volume of the increased cylinder that will indicate a large value of the compression level. It is important to know that the lower the compression ratio of the standard engine settings, the higher the increase in power due to the compression of the chamber.
4. Reduction of mechanical losses.
There are several types of mechanical losses: friction in block cylinders, pumping losses and losses of auxiliary equipment.
The first problem is friction directly in the cylinders of the block. The reduction of the cylinders themselves can be carried out by increasing the clearance between the cylinder and the piston, using prefabricated oil scraper rings, as well as due to the lightening of the connecting rod. In general, in practice, it is recommended to carry out careful balancing, as well as the selection of all parts of the crank mechanism by weight. Pumping losses also occur. Often, such losses are caused by friction in the crankshaft journals. This problem is very solvable and can be compensated for by installing a camshaft with wider phases. In addition, it is necessary to apply a "dry sump" system, which contributes to a significant reduction in pumping losses, which are spent on the crankshaft. This is due to the fact that oil on the crankshaft slows down its rotation.
In addition to the above, there may be a problem with ancillary equipment. Air conditioning, generator, water pump and hydraulic booster all lead to a decrease in the effective performance of the engine. To solve the problem, it is recommended: on cars where the engine forcing procedure was performed, increase the sub-ratio of the generator drive and the water pump.
5. Optimization of the combustion process of the mixture.
In order to produce, or rather to give recommendations for optimizing the combustion process of the air-fuel mixture, it is not necessary to go into a deep theory of the entire combustion procedure of the mixture in a particular combustion chamber. It is important to remember that the combustion chamber itself must be compact. This is necessary in order to reduce all heat losses, as well as the likelihood of detonation. In addition, efficient mixing of fuel and air will be ensured. Only by reducing and cleaning the combustion chamber can the entire combustion process of the air-fuel mixture be optimized.
In order to increase the filling of the cylinders, it is necessary to lower the aerodynamic resistance in the intake and exhaust systems. In addition, it is necessary to reduce the same resistance in the channels of the head of the internal combustion engine. Of great importance directly for tuning the engine are: the design of the resonator, its location, as well as the installation of a multi-throttle system, which has an exhaust pipe for each individual cylinder.
That's all. Forcing an engine is a very difficult and resource-intensive process. Nevertheless, the result obtained should please the car owner. It is important not to forget that an increase in the power of a vehicle entails correction and refinement of many other vehicle systems: the braking system, correction in the suspension. This is due to the fact that in the process of forcing, the stock calculated factory parameters change, which were programmed for all functions of the car, as one single device, and amplification or at least affecting in the correction of one subsystem leads to an undoubted change in others.
