The 2010 Volvo C30 Gets a Turbo Engine

For 2010, the front wheel drive Volvo C30 is equipped with a 2.5 liter turbo charged engine in both the T5 2 door hatchback and the R Design 2 door hatchback models. The engine is a dual overhead cam (DOHC), inline, 5 cylinder engine with a maximum power rating of 227 hp at 5,000 rpm and a 236 foot pounds of torque delivered at a range of 1,500 rpm to 5,000 rpm. The engine enables the C30 to have a maximum towing capacity of 2,000 pounds. The engine’s bore is 83 mm and its stroke is 93.2 mm. The compression ratio is 9 to 1. The engine features variable valve timing and camshaft technology to make sure all twenty four valves are operating at their maximum efficiency. Multi point fuel injection improves the C30’s performance as well as its fuel economy.

The C30 accelerates from 0 mph to 60 mph in just over 7 seconds; with its standard manual transmission (an optional automatic transmission is available at additional cost. The gas mileage delivered by the C30 is a composite 24 miles per gallon (mpg): 21 mpg in city environments and 29 mpg on the highway. The superb engineering of the Volvo C3 has earned it a ultra low emission vehicle (ULEV II) rating, meaning that it is a very environmentally responsible vehicle to drive.

Most automotive critics are pleased with the 2010 C10, including Edmunds.com who says that the engine provides a viable engine for the fuel efficiency it provides.

Nissan Engine Range for Nissan Skyline – RB20-RB24-RB25-RB26-RB30

Nissan Engine Range for Nissan Skyline – RB20-RB24-RB25-RB26-RB30

The Nissan Skyline started the lifespan of the RB Engine line. The Technical Specifications for the Line are as follows:

RB20-2 LITRE 1998CC, 78MM BORE, 69.7MM STROKE
RB24-2.4 LITRE 2428CC, 86MM BORE, 69.7MM STROKE
RB25-2.5 LITRE 2498CC, 86MM BORE, 71.7MM STROKE
RB26-2.6 LITRE 2568CC, 86MM BORE, 73.7MM STROKE
RB30-3.0 LITRE 2962CC, 86MM BORE, 85MM STROKE

Common letter designations across the range were:

D-indicates double overhead cam (DOHC)
E-indicates engine is fuel injected
S-indicates engine is carburetted
T-indicates engine came equipped with factory installed turbo charger
TT-indicated engine came equipped with twin turbo chargers

The first of the RB20 engines came in the R31 Skyline in 1986. The first incarnations of these engines had two main variants. The earliest version was dual overhead cam using a NICS (Nissan Induction Control System), this was an injection system with twelve small intake runners, it included a butterfly system that divided the air intake ports for better low end performance. This system was later replaced with a system called ECCS (Electronically Concentrated Control System), this system replaced the twelve small runners in exchange for six larger ones although they still retained twelve ports on the cylinder head, these they divided with air splitter plates.

The different variations of the RB20 through the years were denoted by the addition of a letter code system.

RB20E-denoted a single cam variant
RB20ET- single cam turbocharged
RB20DE-dual over head cam
RB20DET-dual overhead cam turbocharged
RB20P-another single cam variant
RB20DET-R-dual overhead cam turbocharged
RB20DE-NEO-dual overhead cam with improved low end torque designed to reduce fuel consumptions and lower emissions.

The RB24 was a very rare engine. It was mechanically made from different engine parts in the RB line. The block was from a RB25DE/DET, the cylinder head was from a RB30 and the crankshaft was from a RB20DE/DET with 34mm pistons. This engine was not injected but came with carburettors. This configuration allowed the engine to have essentially the same displacement as the RB25DE/DET but rev higher.

The RB25 engine was mass produced in four main forms:

RB25DE-non turbo twin cam
RB25DET-twin cam turbocharged
RB25DE-NEO-non turbo twin cam
RB25DET-NEO-twin cam turbocharged

From 1993, the RB25DE and RB25DET came equipped with NVCS (Nissan Variable Cam System) this allowed the engine to produce more torque and power at lower RPM ranges than was possible in previous versions. Other changes that were made were the addition of a revised electrical system, the turbo charger on the Rb25DET was changed from an aluminium compressor to a plastic one, the ignition system got an upgrade with the introduction of ignition coils with built in igniters, eliminating the need for a separate coil ignitor. Other changes during this time to the engine were revised engine ecu, new cam angle and throttle position sensors and a newly designed mass air flow meter. Mechanically the engines were identical in series 1 and 2 engines.

The RB26DETT engine was produced throughout 1989-2002 primarily for the Nissan Skyline GT-R. The intake for the RB26DETT varies from the other RB series engines because it uses six individual throttle bodies instead of a single throttle body. It also uses a twin turbo system run in parallel. Both turbo chargers are of equal size and the wastegate is set to limit boost to pressure to 10psi. this engine is known for its strength and power potential. It is not unheard of to see people get 600hp from these engines without any modifications to the internals. Also from a reliability standpoint, these engines regularly hit 100,000 miles and even 200,000 miles as long as it is serviced regularly.

RB26DETT engines produced before 1992 were found to have a common oiling problem. The surface where the crank meets the oil pump was machined slightly too small, this eventually leads to an oil starvation problem and oil pump failure at higher RPM’s. Later versions of the engine fixed this problem and aftermarket performance part manufacturers make oil pump extension drives to eliminate this problem.

The RB30 engine came in the following configurations:

RB30S- single cam carburetted
RB30E- single cam fuel injected
RB30ET-fuel injected single cam turbo charged

The RB30DET engine was not actually produced by Nissan, the RB30DETT demarcation actually refers to a turbo charged engine which commonly had a engine block from a RB30E, this was mated to a Cylinder head from either a RB25DE, RB25DET or RB25DETT, RB20DE/DET heads were not used because of the difference in bore size.

You may be able to find slightly different variations of the above engines, these are commonly made by engine builders with a bit of know how in the field. These engines are used quite often when people are doing transplants into different vehicles and intend to use them for performance applications. The engines are powerful and dependable and are capable of generating huge amounts of horsepower when built correctly.

Mitsubishi Pajero, a Brief History – Ideal Engines and Gearboxes

In 1973 Mitsubishi motors introduced the first prototype for the basis of the Pajero line, this was followed by another prototype in 1978 dubbed the Pajero II. It took another five years before the Manufacturer would put this model into production. The name Pajero was not viewed as marketable in certain countries because it does not translate favourably into certain languages. This meant Mitsubishi would be forced to create different name badges based on where the vehicle was released resulting in the vehicle also being known as the Mitsubishi Shogun and the Mitsubishi Montero.

The first generation of production for the Pajero was 1982, this generation ran until 1991 and was initially released as a three door with the option of a metal or canvas top and three different engine variations. This first generation came loaded with features that were never before seen in Japanese four wheel drive vehicles.

Things that were standard on them were the likes of power steering, suspension seats, a double wishbone suspension with a torsion bar spring setup and the availability of a turbo charged diesel engine. Later in the same year of its release Mitsubishi added a five door long wheel based variant to its line up. This was to make the Pajero more viable as a family vehicle than just an off road vehicle. Between 1989 and 1990, Mitsubishi sold more then three hundred thousand Pajeros worldwide.

The second generation of the Mitsubishi Pajero was released in 1991 and ran until 2000. This generation saw a major redesign in both styling and mechanicals. The body was made larger, the running gear saw the addition of what was known as super select 4WD also known as active trak 4WD, this new four wheel drive setup allowed drivers to switch back and forth from two wheel to four wheel drive at speeds of up to 60 mph. this new generation also included the use of ABS braking, and the inclusion later in this generation of SRS airbags and wider fenders.

The third generation of the Pajero was released by Mitsubishi in 1999 and ran until 2006. This generation saw a complete redesign giving the vehicle a lower stance and a wider body to give the Pajero a lower centre of gravity to improve on road handling. The frame was also removed and replaced with a unibody construction to allow for a longer suspension stroke for off road use. Other changes included moving the fuel tank to between the axles for improved safety, a new electronic 4WD system and an available rack and pinion steering set up.

The fourth and current generation of the Pajero was released on 2006 and is still in production today. This generation saw a rework of both internal and external styling. Making smoother more stylish lines and improving ride stability both on and off road.

Engines available by generation

First generation:

3.0L-6G72
2.6L-4G54
2.0L-4G63
2.3L-4D55 DIESEL
2.3L-4D55T-TURBO DIESEL
2.5L-4D56T-TURBO DIESEL

Second generation:

2.5L-4D56T-TURBO DIESEL
2.8L-4M40-TURBO DIESEL
2.4L-4G64
3.0L-6G72
3.5L-6G74

Third generation:

2.5L-4D56T-TURBO DIESEL
2.8L-4M40-TURBO DIESEL
3.2L-4M41
3.0L-6G72
3.5L-6G74
3.5L-6G74 GDI
3.8L-6G75

Fourth generation:

3.2L-4M41
3.0L-6G72
3.8L-6G75

Mazda Super Charger – The Best Performance Tuning Turbo Kit

Superchargers are now one of the best ways to increase the power and traction. In the motor industry, superchargers appeared more than 80 years ago. The principle of work of supercharger kits is quite simple. In an internal combustion engine fuel-air mixture is sucked into the cylinder where it is compressed by the piston and ignited by spark plug. In the result of explosion the piston moves down, and the process repeats. The bigger the engine the more fuel-air mixture you can put in it, the greater the power and thrust. Turbo supercharger kits pumps the mixture into the engine under pressure, increasing the power and thrust, i.e. like increasing the volume of the engine.

Mazda is a company whose history started no less – with cork. That building materials from balsa wood was engaged in company, founded by Jujiro Matsuda in 1920. In matters of strategy development and sales, company is working closely with Ford, although in the manufacturing sector of Ford does not interfere. Mazda is rightly considered as the world’s carmakers – its assembly plants in 21 countries allow it to export its cars to 120 countries of the world.

There are several types of superchargers with varying degrees of effectiveness, but the principle is almost the same. Currently, there are two types of turbo kits for cars: with internal and external compression. Turbos with internal compression compresses the incoming air from within himself, working as a compressor. Supercharger with external compression works like a regular pump, just upload air into the engine, Mazda supercharger of first type. Previously, superchargers of this type were the most common, but now interior type of supercharger is rapidly gaining popularity. This type includes different brands. Screw car turbo charger also refers to this type.

In general, the supercharger – is simply one more way to add a lot of horsepower to standard engine, provided that you thoroughly study the market and select the right car turbo system. Your Mazda car will feel much more confident on the roads with any type of superchargers. You should not forget that the low price is a sign of insufficient quality when you install Mazda supercharger tuning.

Modern Cars and Turbocharging – The Basics

Driven by the need for more fuel efficiency and while at the same time needing more horsepower to move heavier cars, there are few manufacturers nowadays who don’t use turbocharging, or supercharging, as a means to increase horsepower, increase fuel efficiency and improve fuel emissions. Both types of forced induction (turbochargers and superchargers) have their own strengths and weaknesses, although turbos seem to have prevailed lately with manufacturers. Both turbos and superchargers are basically air pumps, which compress air which is literally forced into the engine, as opposed to air that is drawn by engine vacuum in normally aspirated engines. Fuel is introduced into the engine by the ECU via the fuel injectors, based on the input from various sensors so that optimum engine combustion is achieved.

A supercharger bolts on to an engine and is driven off the crankshaft pulley. This is the reason many people dislike superchargers. Because it is directly connected to the engine, the supercharger introduces a parasitic load that increases the more boost it produces. Then there is also the characteristic supercharger whine that is music to some but obtrusive for others. But the supercharger is favored by many hotrodders because it has near-instant response when called upon to produce boost.

In contrast, turbocharging connects to an engine’s exhaust manifold. Shaped like a snail, a turbocharger has both a turbine wheel and a compressor wheel. Both are connected to each other by a shaft that is lubricated with engine oil. The turbine wheel is what is driven by the exhaust gases and the compressor section is what forces air into the engine. Because the turbine wheel is driven by the exhaust, there is no parasitic load as in the case with superchargers. While many proponents claim that turbochargers produce free horsepower since they are driven off the exhaust, this is not exactly the case. Because of their placement, turbocharging introduces back pressure in the exhaust. But this back pressure is small and cannot be compared to the parasitic load a supercharger imposes on an engine. Meanwhile, the turbo’s compressor section sucks in air and compresses it to be fed into the engine.

When you compress the air going into the engine, more fuel can be added. Therefore, you increase the engine’s efficiency over that of an engine which only draws air through vacuum. This is why increases in orders of magnitude are not uncommon with turbocharging (or supercharging, for that matter). Automobile manufacturers have taken advantage of this by building smaller engines and then using turbochargers on them. Smaller engines have obvious advantages in fuel efficiency and exhaust emissions. Through the use of turbocharging, manufacturers have achieved the seemingly opposed goals of more power and less fuel consumption.

Nelson Piquet – Legend of Formula 1

One of the best drivers in F1 history during the eighties of the twentieth century was Brazilian driver Nelson Piquet, who has won three world champion titles, driving the Brephem and Williams. Piquet was a favorite of audiences and one of the persons that marked the era of turbo engines in Formula 1.

He was born on 17th August 1952 in Rio de Janeiro as Nelson Souto Maior. He grew up in the capital of Brazil, Brasilia, because his father was a politician and minister of health in the Brazilian government. In his youth he showed great passion for the racing sport, but that did not find an approval from his father. He spent a year at college in California, where he finished car mechanic course. After returning to Brazil he started to race in the Brazilian Karting Championship. On one Formula 1 race held in Brazil in 1976, which was not driven for winning points for the championship, Pike found his first job in Formula one. He washed the car parts in the Brabham team. At that time nobody could imagine that later he is going to became Formula 1world champion driving for that team.

In the championship he entered the in 1978. That year, Pike has become a champion of British Formula 3, and he was quickly noticed by Bernie Ecclestone who was the owner of Brabham team.

Soon, Nelson Pike has won first championship in 1981. Two years later, he has won his second title also driving for Brabham. That second title from year 1983 was significant for the fact, that Pike became the first driver who has won the title with a turbo engine. Turbo engines have marked the rest of the decade.

In the late eighties Pike moved to the Williams team, with which he has won championship in 1987. At the time, there was a great rivalry between him and his team colleague, the English driver Nigel Mensell. The two of them, and the MekLaren drivers Alain Prost and Ayrton Senna, marked the second half of the eighties in F1 history.

He retired from the competition without any major incidents, even if he has started more than 200 races. In 1992 on Indy 500 race at Indianapolis he had an accident in which he seriously injured his legs.

Porsche 911 Turbo – Historical Overview From 1974 to Now

The production of the Porsche 911 Turbo began in 1974. The car was also called the Porsche 930 in the USA; the number 930 is in reference to the car’s internal type number. In Europe, it was called the Porsche Turbo 911. One of the most distinctive features of the 911 Turbo is its wide wheel arches, so done to house the wide tires. The car also has a unique rear spoiler; it was called the whale tail on the early models and the tea tray on the latter cars.

The Porsche 930 developed a reputation for absolute acceleration, and difficult handling and drag. The first models came with a 3 liter engine spitting out 256 BHP. In the late 1976, a racing version of the Porsche 911 Turbo was introduced, called the Porsche 934. It became a favorite of many competitors in Le Mans and other races due to its power and handling.

The 1989 911 Turbo (930) was the only model to feature a 5 speed gearbox.

Porsche 964 Turbo (1990 – 1993)

In 1990 Porsche launched a Turbo version of the 964 series. For the 1991 and 1992 model years it used a 3.3 liter engine, similar to the one used on the Porsche 930, the engine provided 320 PS. Porsche then introduced the Carrera 2 and 4 in 1993, with a 3.6 liter engine and a 360 PS to the rear wheels.

Today the 964 Turbo is rear commodity; it was eventually superseded by the Porsche 993 Turbo (1995 – 1998).

Porsche 993 Turbo (1995-1998)

In 1995 Porsche launched a Turbo version of the Porsche 993. It was revolutionary in more ways than one; the 993 Turbo was the first standard Porsche to use twin exhaust turbochargers and the first 911 Turbo to have permanent all wheel drive. [Side Note: If you wanted to remove the AWD, you would have to refer to the more powerful and race homologated GT2 or another option is to remove the drive shaft leading to the front differential].

It was 1997 and Porsche decided to introduce a limited run of 200 units of the Porsche 993 Turbo S ( Porsche 911 Turbo S); the Turbo S delivered an even higher performance. The new car had a few additions as well, among these are an additional 24 PS (17.7 kW), this was over the regular Turbo 400 PS (294kW) and modifications to the car’s body.

The Porsche 993 Turbo still command a premium price, due mainly to its reliability, raw power, and the fact that it is the last air cooled 911 Turbo cars.

Porsche 996 Turbo (2000 – 2004)

In the year 2000, Porsche introduced the 966 Turbo, which is as the name suggests a turbo version of the Porsche 966. It was equipped with standard four wheel drive and a 3.6 liter engine, which was derived from the 911 GT1 engine. It also came with twin turbocharged and inter-cooled producing a whopping 415 BHP (309 kW), which meant the car could go from 0 to 60 mph in just 3.9 seconds. In 2002 the 996 Turbo received an upgrade known as X50 or Turbo S, this increased the car power to 444 hp (336 kW). The 996 Turbo also had air vents in the front and rear bumpers.

Porsche 997 Turbo, 997 GT3 (2006 – Now)

The 997 GT3 or 997 Turbo debuted in 2006, and like previous models it gave Porsche the opportunity to homologate aerodynamic features for racing, and add a model for customer racing. The car used the same 3.6 liter engine as the Porsche 996 Turbo, but with the exception that it had more power; 480 PS. It gets from 0 to 62 mph in 3.2 seconds (using Tiptronic Transmission). The Porsche 997 Turbo is more driver friendly relative to its predecessor.