Ar daug Lietuvoje mitsubishi 3000gt vr4 94-98

[Tomas]

Juk rasau kad gamikliskai ji patobulinta 298kw jai pavardinti 1.pukstukai kiti 2.velenai kiti ir velenu zvaigzdes 3 .turbinos galingesnes 4 .kuro sublis kitas 5.cipsetai ant lemdo zindu 6. duslintuvai kiti .7 dvigubas interkuleris 110ilgio 40aukcio ir 10 plocio su nerudijancio plieno vazdynu ir ............ jai pavyks tai dar idesiu NITROUS SYSTEM

vaziuojant i ora nesi pakiles?

[Micius]

5.cipsetai ant lemdo zindu

Čia čipsus žinda, ar kaip ?
P.S. Joke

[Nomad]

Juk rasau kad gamikliskai ji patobulinta 298kw jai pavardinti 1.pukstukai kiti 2.velenai kiti ir velenu zvaigzdes 3 .turbinos galingesnes 4 .kuro sublis kitas 5.cipsetai ant lemdo zindu 6. duslintuvai kiti .7 dvigubas interkuleris 110ilgio 40aukcio ir 10 plocio su nerudijancio plieno vazdynu ir ............ jai pavyks tai dar idesiu NITROUS SYSTEM

kazkokie vejai cia...
tai gal linka koki turi i puslapi ar dar ka nes gamykliskai galingiausias buvo 239kw.

[brudelis]

http://www.oikotie.fi/cache?exit=show_c ... id=1447431

[Nomad]

http://www.oikotie.fi/cache?exit=show_c ... id=1447431

tai cia skelbimas juk

[brudelis]

turiu namie info apie ja bet ne darbe tai imesiu valiau ka nors seip kaune salone sake kad ju buvo pagaminta tik 148 masinos pagal kiebulo numeri ziurejo:D

[Fever]

http://auto.plius.lt/pirkejams/skelbima ... id=1528830

ir aš pvz radau tokių va draginių mitsubishių, bet gi nesakau, kad gamino juos ir t.t. Variklio skyriaus fotke įmesk. Pasakyk kokios pas tave ten turbinos (pavadinimas). Kas ten per čipai. Nes mums irgi labai įdomu, kaip ten tau pavyko išgaut tiek AG. Laukiam daugiau info, labai jau retai pasitaiko tokie automobiliai čia

[brudelis]

Keista cia as pac norejau daugiau informacijos juk cia mitsubisi-klubo forumas bet ziuriu kad ups ka galesiu ta idesiu nes manau daug info turiu o savarbiause kad egzistojanti bolidas garaze stovi tai foto bus nesunku padaryti

[Nomad]

Keista cia as pac norejau daugiau informacijos juk cia mitsubisi-klubo forumas bet ziuriu kad ups ka galesiu ta idesiu nes manau daug info turiu o savarbiause kad egzistojanti bolidas garaze stovi tai foto bus nesunku padaryti

jo imesk variklio bei dyno rezultatu fotkes!
ir mesk visa infa kuria turi, visgi idomu kas ten pas tave per mitsas

[Riebus]

Keista cia as pac norejau daugiau informacijos juk cia mitsubisi-klubo forumas bet ziuriu kad ups ka galesiu ta idesiu nes manau daug info turiu o savarbiause kad egzistojanti bolidas garaze stovi tai foto bus nesunku padaryti

tai niekas ir nesako kad bolidas neegzistuoja cia tie 300kw nera super kai masina su savo TT varikliu turi toki potenciala siaip ir daugiau ten padaryt galima bet ne tame esme paprasciausiai niekas nera girdejas apie tokia ale "sport" modifikacija tu VR4 tai ir stebisi visi is kur cia gamykliskai tiek kilovatu kai niekas apie juos nezino ir tuo labiau jei ir butu tokie aparatai tai manau tik kokiai japonijos rinkai nes mitsai megsta taip susukti savo griozdus tik dlia asoba priblizonich k imperataru

beja pagal ta ka paminejai regis pats nieko nedarei o viskas jau padaryta pasiemei ar as klystu? kaip bebutu regis superinis bolidas bet da nitrosa ikisi tai tikrai iskeps tavo tas motoras

beja del tavo klausimo ar yra VR`u ant lietuvos tai jo manau ranku pirstu nepakaktu bent forume lankosi keletas

p.s kas cia per chipsetai ant lemdu ir ka jie daro rodo kompui kad liesas misinys ar ka kad ji pariebintu nu apsviesk kaimiecius nes tokio performence elemento dar nesu girdejas

[brudelis]

http://www.stealth316.com/2-production.htm
cia yra daug info apie tos auto bet kai kirios svetaines man netasidaro daba tai negaliu pasakyti kurioje buvo apie kw mano auto cia viskas pagal kiebulo numerius modulis kuris jungesi prie lemdo zondu seip turiu angliska aprasima su chemomis kaip jukti bet ne kompe o reike kaskaip nuskanoti jo pavadinimas "fast tuning motormanagement"

[Lukas]

nu jo skaitau skaitau. ir man chia labai idomu manau atvaziuos i meeta ir viskas bus aishkiau o kolkas kaip mr. nomand'as sako: plz give us info (dino, stat. ir fotos).

[brudelis]

Modifications - Turbocharger






The stock Mitsubishi TD04L-9B 6 cm^2 turbochargers allow for very quick spool up time and top-end power adequate for a production vehicle. They are designed for optimal flow of 265 CFM @ 15 PSI. Maximum boost from the rather small 9Bs is around 19 PSI. This pressure can typically not be held to redline, dropping off to 10-12 psi in most if not all applications. Stock boost pressure for the 1991 through 1993 VR4/TT is roughy 9.5 PSI and 12.5 PSI for 1994 and newer models. High boost pressures are only one part of the power equation. Volume of air flowing through the engine is actually more important. Larger turbochargers allow for substantially more airflow which gives it the capability to retain higher boost throughout the RPM range. Porting can also enhance the performance of a turbocharger beyond designed behavior. Bigger turbos truly make use of reduced restrictions in the intake and exhaust systems. Clipping is also often used on the turbine. Clipping will typically increase turbo spool-up time (lag) but also can allow the turbine to spin longer in its optimal range, reducing overboost and between shift spool-down.

TD04L-9B 6 cm^2 turbocharger


Mitsubishi TD04L-13G 6 cm^2
Basically the same turbocharger as the 9B but with two important changes. First off, the turbine housing has a slightly higher a/r ratio meaning that it can make more effective use of the exhaust gases. The housing is also slightly larger in volume despite the fact that is has the same turbine housing designation (6 cm^2). The biggest and most obvious difference is in the design or "trim" of the compressor wheel. The 13G compressor wheel uses a more aggressive trim which sacrifices a small amount of spool up time which introduces a small amount of lag compared to a stock turbo. Noone really complains about this fact so that is an indication of just how minimal it is. The pay-off is more flow, higher boost pressures, the ability to maintain achieved boost further into the RPM range and therefore a lot more power. 13Gs can be used successfully with stock injectors but may introduce additional fuel requirements. Flow is rated as 360 CFM @ 15 PSI.


Mitsubishi TD04L-15G 6 cm^2
The 15G is not a factory produced Mitsubishi turbocharger model. A true 15G starts life as a 13G. The center of the compressor housing is bored to fit the very aggressively trimmed and larger 15G compressor wheel. The 15G can flow alot more than a stock turbocharger. A non-ported 15G reportedly flows 404 CFM @ 15 PSI. The 15G is considered a serious modification to the VR4 engine. Attention to the fuel delivery system is a necessity.

TD04L-15G 6 cm^2 turbocharger

Garret
Allied Signal produces the Garret turbochargers. Their well respected designs are used in many applications from consumer applications to heavy industrial and marine engines. Adapting a Garret turbocharging requires manufacture or purchase (if available) of new exhaust manifolds since the mounting is quite different than the TD04L. It may be possible to fabricate or purchase adapter plates.

Hybrids
Hybrid turbochargers typically use Garret compressor housings grafted to a Mitsubishi TD04L turbine (hot) side. Use of the TD04L housing allows bolting these hybrids up to the stock exhaust manifold.

Other Mistubishi turbochargers
The TD05 series of turbochargers offer higher flow and come in a wider range of compressor and turbine options. The exhaust flange on the turbine however uses four bolts and does not mate with the stock 6G72 exhaust manifold.



--------------------------------------------------------------------------------

cia dar kokios modifikacijos turbinu buna pas vr4

[brudelis]

Modifications - Fuel Delivery






Correct fuel pressure and fuel volume is necessary to safely operate a forced injection, fuel injected engine. In general it is best to err on the conservative side. That is, you want a surplus of available fuel rather than a shortage. Surplus fuel can be tuned around, a shortage cannot and can result in serious engine damage.

The fuel injectors in the 6G72 require approximately 36 PSI net at the injector. At 0 in/Hg, 36-40 PSI is desired. Each one PSI increase in boost requires one PSI additional fuel pressure to maintain a net of 36 PSI at the injector. So, to run 20 PSI of boost the injectors require 56-60 PSI of fuel pressure behind them. The stock fuel pressure specification is 45 PSI.

The stock fuel pump is rated to flow 180 lph @ 43 PSI assuming the standard 12 volt wiring. As fuel pressure demands increase, the ability of the pump to flow its rated capacity decreases. At 56 psi that 180 lph pump can flow roughly 140 lph. What you really need to maintain the 180 lph is a pump rated at roughly 235 lph @ 43 PSI.

This is calculated as:

required flow rate = required pressure ÷ rated pressure x flow at rated pressure

= 56 PSI / 43 PSI x 180 lph

= 235 (approximately -- remember to err on the conservative side)

From this, to be safe, you would likely select a 260 lph @ 43 PSI fuel pump to allow for moderate changes in fuel requirements.

The fuel requirements for a given target HP can be calculated as follows:

Fuel requirements (gal/hr) = HP x BSFC ÷ #inj x IDC

BSFC
= Brake Specific Fuel Consumption
HP = theoretical horsepower
#inj = number of injectors
IDC = injector duty cycle expressed as a fraction


BSFC is roughly 0.6 for a forced induction engine. IDC is expressed as a ratio. For example, 80% IDC is 0.80. This formula assumes a proper state of tune.

Useful conversion factors:

cc/min = lbs/hr x 10.5

gals/hr = cc/min ÷ 6

liters/hr = gals/hr x 3.785

The stock fuel filter can also be a restriction point in your fuel system. The stock banjo fittings are generally inadequate for high fuel flow applications. Several excellent hihgh flow filters are available on the aftermarket. A clear filter is useful so that it can be visually inspected. A filter with a replaceable element will help keep maintenance costs down.

Fuel Pumps
Fuel pumps are usually rated for flow at either 36 PSI or 43 PSI. Pumps also have a ceiling capacity where flow efficiency begins to drop off and pressure cannot be maintained. It is critical to consider all of these factors when analyzing fuel needs and selecting a fuel pump.

Denso in-tank replacements
Many different Denso (formerly Nippon Denso) fuel pumps are available. They typically are more or less physically identical in exterior design and fit usually unmodified in the stock location. The pumps are often found in other Japanese applications on the US market or originate from Japan-only vehicles. Expect to pay quite a bit for these pumps since many of them are not in Denso USA inventory and must be ordered directly from Japan.

For proper cooling, in-tank pumps rely on being immersed in fuel surrounding them most of the time. For this reason it is not wise to routinely run on less than 1/4 of a tank of fuel. Below that level the pump may be exposed and therefore suffer premature failure from reduced cooling.

HKS Intank Fuel Pump

Booster Pumps
This style of pump operates in-line to the original pump usually external to the fuel tank. These pumps may be adeqaute for some applications, however a full replacement pump of the proper specifications is the preferred approach.

External Pumps
External fuel pump options will require totally new plumbing and mounting. The stock lines and fittings will typically be insufficient. The noise of an external pump is usually more audible than in-tank counterparts. External pumps have cooling fins similar to heat sinks used on electronic components.

SX External Fuel Pump

Fuel Pressure Regulators (FPR)
A good quality boost dependant rising rate fuel pressure regulator is a must. The stock FPR may be adequate for most needs. Just do not ignore the output capabilities of the pump.

SX Boost Dependant Fuel Pressure Regulator

Fuel Injectors
Most experts do not recommend operating above 80% IDC for extended periods of time. Injector failure can result. Some injectors are not even properly tested for flow at fuel operating capacity so be very aware when purchasing injectors how they were calibrated and the manufacturers recommended operting limits. For short bursts, 90% IDC should be fine. Much above that and you should be considering larger injectors.

Injectors are available from HKS and RC Engineering, with RC offering a wide variety of styles and sizes.

RC Engineering Fuel Injectors

Fuel Filter
A free flowing fuel filter is a must. The stock filter uses restrictive 90 degree banjo bolts. Numerous aftermarket options are available. They will usually require changing the fuel line and fittings.

SX Fuel Filter


Throttle Body
A larger bore throttle body may sacrifice some low-end throttle response at the benefit of top end performance. This may be desirable for high horsepower applications where larger turbos and aftermarket airmeter or VPC is employed. RC Engineering offers throttle bodies which are bored and fitted with larger throttle plates.


--------------------------------------------------------------------------------

© Copyright 1998 3000GT Web Team. All Rights Reserved.
cia apie kuro sistema( filtrus pykstukus kuro siurblio) ka spec deda gamintojas

[brudelis]

Modifications - Ignition









Spark Plugs
High quality spark plugs are a sound investment for a well tuned engine. Recommended plugs are NGK brand PFR-6J-11. The gap should be set in accordance with boost pressures. The more boost delivered, the tighter the gap. Typical gap settings for high boost 15 PSI and above range from 0.032" - 0.035". Reducing the gap sacrifices spark heat and reduces power. Expanding the gap leaves reduces the ability of the spark plug to fire at high boost. The gap setting chosen is dependant upon available spark energy and the maximum boost level.

Contrary to some thinking, thin element platinum plugs do offer a horsepower increase over copper plugs above 6000 RPM. They also last significantly longer than copper plugs. Copper does conduct electricity better than platinum and therefore should provide higher spark energy at lower RPMs. This can easily be offset by using low resistance spark plug wires and higher energy ignition.

Spark Plug Wires
High quality low resistance spark plug wires can increase the efficiency of the ignition system and yield higher spark output. When selecting spark plug wires ensure proper fitment of the coil and plug boots and adequate thermal protection. Stock plug wires have a resistance of roughly 650 Ohms/foot, which is actually comparable to some popular aftermarket wires. Accel 8.8 wires have been measured at 150 Ohms/foot. Also be sure that the plugs provide adequate noise suppression. High EMF radiation can interfere with normal operation of the ECU and sensors.

Coils
Ignition amplifiers.

High ouput coils.


Spark Timing
The Apex'i ITC allows manual control of ignition timing by changing the timing values sent to the ECU. This can be dangerous however because there is no way to monitor actual timing set by the ECU. Incorrect timing can have disasterous affects.


Apex'i Super ITC






--------------------------------------------------------------------------------

© Copyright 1998 3000GT Web Team. All Rights Reserved.
cia apie kompa truputi manau pradzioj uz teks