Turbo and Superchargers

To change the breather box in a 2003 Saab 9-3, first ensure the engine is cool and disconnect the negative battery terminal. Remove the engine cover and disconnect any hoses or electrical connectors attached to the breather box. Unscrew the mounting bolts holding the breather box in place, then lift it out and replace it with the new unit, reattaching all hoses and connectors, and finally reinstall the engine cover and reconnect the battery. Always double-check for any leaks or loose connections after the replacement.

as many as u want as long as ur motor ndd tranny could hold up the power...well den ur good but good luck wid dtt monster!

That model has a max continuous RPM of 11,000, and a max RPM of 12,000

No, because BOV are used to relieve press surge that occurs when the throttle body is quickly closed and boost pressure spikes between it and the compressor outlet. Roots superchargers are between the throttle body and motor,so when the throttle closes it creates a "vacuum". They can be used with centrifugal blowers to allow a smaller pulley to be used, to get more mid range boost and bleed of the extra top end boost.

There's no physical difference between a Porsche Turbo and a Porsche Turbo S beside the ECU tuning. Many of the options you would pay for on the non "S" version are standard on the Turbo "S"

Abnormal Noise, blue smoke, excessive oil consumption and shaft movement, damage to the compressor wheel, not producting boost anymore.

yes

I have been running this engine in my car for 3 years now, makes the Fiero what it should have been. Scary fast and completly reliable if done right.

There are several good references on the web to tell you how and sell you the parts.

toyota crown 1988

They are similar, kerosene is better in cold weather and is added to diesel to make the winter blends. Kerosene burns cleaner, but diesel has more btu per gallon.

No, there are different bolt patterns for mounting the turbo on the exhaust manifold. T3,T4, T6, KKK turbos can be different. Down pipes can be bolted o or connected with v-clamps.

Direct is designed to low emissions and should allow for higher performance due to better atomization and a more accurate air/fuel mixture.

Could be the bearings/pulley. until you fix the issue you should remove the charger belt, so it doesn't get worse (blow the supercharger).

supercharger is belt driven and turbo is exhaust driven. supercharger boost is based on rpm and turbo boost is based on load and exhaust volume.

If they are designed for the application, then yes. Air is air, and generally, you want the least hot air possible. You would have to re-tune everything to match the new intake of course.

A "cold air" intake isn't that different mechanically from a short ram intake. It just has a different end point.

I wouldn't recommend it. Why turbocharge? Because you're looking for more horsepower than you can get out of the engine any other way. But remember, forcing HP means stressing the engine. If you're looking to get good life out of the engine you need to overbuild it.

Let's throw out a number: You want 120hp out of your engine--double what a VW engine normally makes. You could get it out of a 1600cc engine, but you'd have to use a forged crank, forged pistons, and so on if you wanted a reliable engine. Or you could use 94mm pistons, stroke the engine a little, still use the forged crank...by the time you're done you've got a more reliable engine if you start by building a bigger engine in the first place.

To change the glow plugs on a 1994 7.3 turbo diesel, you'll need basic hand tools such as a ratchet and socket set (usually 10mm or 8mm sockets), a torque wrench, and possibly a deep socket for better access. Additionally, needle-nose pliers can be helpful for removing the electrical connectors. A glow plug puller is recommended for easier removal of the old plugs without damaging the cylinder head. Lastly, some dielectric grease can be useful for the installation of new plugs to ensure good electrical contact.

dang its so cool get it! i have it

A single-stage supercharger has one impeller. Sometimes it has two gears and is called a 2-speed supercharger. When the aircraft has climbed until the throttle is at full and the manifold pressure beguins to drop, the pilot throttles back and changes the impeller to high gear (spins the impeller faster).

Another method is to run two impellers, one usually smaller than the other. The first one is the low-pressure impeller and it feeds the second one, called the high-pressure impeller. Sometimes the two impellers have 2-speeds (low and high).

When air is compressed, it gets hotter. If there is a cooler (heat exchanger)between the first and second impeller, it is called an intercooler because it is between the stages. If there is a cooler after the second stage, it is called an aftercooler because it is after the boost stage and before the induction system which routes the compressed air-gas mixture to the cylinders.

The small one that is connected to the exhaust manifold so it doesnt overspin and possibly blow up. Visit some of the diesel forums to learn how it is done.

supercharged

Supercharging an engine is done through increasing the Oxygen content in the cylinders during engine operation. Since the air contains a relatively fixed ratio of Oxygen, Nitrogen and other gases the only way to increase the Oxygen content is to increase the total air volume. This is done through compression of the air.

Most engines fail to burn 100% of the fuel that passes through the engine due to efficiency issues including the balance of air to fuel (air/fuel ratio) simply increasing the Oxygen content is not enough because the small increase in power burning 100% of the fuel may yield is not nearly enough to make it a viable solution. Even small levels of compression (commonly called boost pressure) will yield more Oxygen than you actually need for a complete fuel burn. This results in a "lean" air/fuel ratio (meaning there is too much air for the given fuel amount) resulting in engine damage. Lean air/fuel ratios can cause pistons, valves and etc. to become hard and brittle.

The solution then is to add more fuel. So, the greater the boost (compression of air) the more fuel that needs to be delivered. Proper air/fuel ratio must be maintained. The rest is simple physics, the more air and fuel you can pack into a given space the more pressure will be created upon detonation which results in more power from the engine. Compression of air will increase air temp a great deal. This can cause pre-detonation (early detonation of the air/fuel mixture) which can damage the engine. High octane fuels resist pre-detonation. Also increasing fuel % in the air fuel ratio can help reduce pre-detonation but results in a "rich" air/fuel ration.

Retarding spark can also help. The "art" of supercharging is balancing desired use/drivability with desired performance characteristics. High boost will require specialty fuels and specialty tuning but will yield a massive power potential. Low boost requires less engine modifications and may run on high octane pump fuel. Medium boost may require some engine modifications and may/may not run on high octane pump fuel.

Engine mods can include fuel delivery system improvements to supply more fuel; air/fuel ratio gauges for tuning and safety; crank shaft, piston and cam changes. Specifically for ANY medium to high boost condition you must get stronger engine components such as the pistons and crank shaft. These items which are typically made of cast steel should be forged. Forged aluminum pistons come in different types which need to be balanced with desired usage also but that is another topic.

Intercoolers can be used to reduce the air temp prior to mixing with fuel which will allow running higher boost levels before having to retard timing or using expensive specialty fuels. The cooler air will be denser thus actually having higher oxygen content at lower pressure levels so intercooling a supercharger is a highly recommended solution. Intercooling will also reduce the boost pressure slightly so there is an art, again, in balancing the pressure at the compressor with the actual boost pressure at the manifold after running through an intercooler. There are many type and sizes of intercoolers but selection of the right one is another topic.

There are also many different types and styles of superchargers but the selection of the right one is another topic. I prefer ProCharger systems and you cal learn a great deal from their website and support staff.

There is a picture in the motor compartment.

The way the question is phrased implies that the real question is, "Can a supercharger be fitted ON a carburetor, rather than UNDERNEATH it." It depends on the design of the supercharger. Most superchargers (Rootes-type, etc) pull fuel-air mixture through the carbs or fuel injection, compress it and force it into the engine. But older designs like the Paxton compressed the air and blew it through the carburetor. Sometimes the entire carb would be surrounded in a housing to equalize pressure both inside and outside the carb. Naturally the fuel pressure would also have to be increased to compensate for the pressure differential. Carrol Shelby built two Cobra Super Snakes with twin Paxton-supercharged 427 engines making 800 hp. you can read about it at http://www.topspeed.com/cars/shelby/1967-shelby-cobra-427-super-snake-ar25745.html.

Yeah...I guess you could say that. If you break a blade in a turbocharger, the out-of-balance condition will cause the turbo to self-destruct. Said exploding turbo will take out your intercooler too.