Цитата:
Сообщение от Suhrob
Ali_G, грубовато - это да. причем очень грубо, учитывая разные фазы составляющих (воздух в фазе газа и бензин в фазе жидкости, причем очень и очень далёкой от насыщенного пара, как хотел показать Андре). для приблизительных расчетов сойдет, конечно, если сравнивать паровоз и пароход. а тут спор за десятые и сотые на квотере.
также и грубовата форма ответа Андре мне.
ну, ничё. в спорах, как известно, рождается истина.
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Ну извини пожалуйста - не хотел задеть - мы вообще тут не об этом - просто я хотел до стучатся к Игорю и обьяснить почему при разных турбинах но при одинаковом надуве - мощность будет разной.
Тебе тоже "5" по физике.
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Цитата:
Сообщение от Shum
Кста Андрей, что такое "пик с АВЦРа" и как это сделать?
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я видел у тебя на фото есть сафка и АВЦр - - тоесть пики должен показывать.
Смотри сначала выбираешь как хочешь на один. два или три или четыре показателя АВЦр - тоесть он на екране показывает те параметры которые ты выведешь себе сам.
Например
Надув, Оборы двигателя и скорость + можна еще и % открытия дросселя.
После этого ты увидишь что эти показатели будут показывать и меняться в соответствии езды автомобиля.
После того как ты проедешь любое разстояние - не глуши машину а на АВЦре нажми кномпу вверх (стрелочка вверх) и все твои показатели поменяются - тебе покажется пик (тоесть максимальное значение каждого) его и сфотографируй, потом чтобы вернутся назад - просто нажми стрелку вправо и пик обнулится.
вот моя:
Дата замера 22 мая 2008 года
Бензин 98, температура воздуха 17*С
806 Nm @ 5100rpm / 626 hp @ 6400rpm
буст 1,67 бар.
фото з АВЦ-Ра
буст 1,53 бар
обороты 7548 об/мин
скорость 325 км/час
открытия дросселя - 100%
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мог ехать и больше но жим жим страшно
Добавлено через 3 минуты
Цитата:
Сообщение от Shum
P.S." Андрюх, отвечу тебе про пулю. В АКМ калибр пули 7,62мм и свой размер гильзы с пороховым зарядом, у СВД калибр пули - тот же 7,62мм но гильза в два раза больше и порохового заряда соответственно. Так вот, в момент выстрела ДАВЛЕНИЕ В СТВОЛЕ "СВД" НАМНОГО ВЫШЕ, т.к. больше газов упакованно в тот же "диаметр ствола", и именно по этому пуля летит с большей скоростью и дальше... Делайте выводы коллега  "
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тупо написал одно и тоже что и я ... разницы не вижу.. больше пороха дальше летит..
Добавлено через 15 минут
turbo-upgrade
Turbo Engineering Explained
TRurbo Volume
Берем словарь и читаем
Добавлено через 3 минуты
А вот Игорь Тебе статейка по поводу стоковых суперпуперских поршней и на сколько их хватит
Piston Upgrade Guide for the 3000GT/Stealth 6G72 Engine
by Jeff Lucius
Our factory cast aluminum pistons are what Mitsubishi calls "autothermic type with steel struts cast into it". The steel struts provide structural support and help control thermal expansion. The stock pistons are fine for stock engines. However, when engine modifications lead to power output over 400 HP and boost values over 15 psi, forged aluminum pistons should be considered.
Forged pistons are stronger and often a little lighter than cast pistons. Our stock cast piston weighs about 400 grams; a forged piston replacement can weigh between ~350 and 400 grams. The densely-packed molecules in forged pistons allow them to conduct heat away from the piston top quickly so that forged piston crowns can run 75єF to 100єF cooler than cast piston crowns (450єF instead of 550єF typically). However, forgings often have much less silicon content than cast pistons and expand more when heated than cast pistons do. This requires slightly larger piston-to-cylinder wall clearances (0.005" instead of 0.001", for example) and oil consumption and blow-by may be higher with forged than with cast pistons. The higher clearance can also cause forged pistons to be a bit noisier than cast pistons until they warm up. Forged pistons, with pins and rings, can cost more than cast pistons ($660 to $1200 for forgings instead of $600 or less for a set of six castings; list prices for factory parts: pistons are ~$67 each, the ring set is ~$184 [~$589 total]).
There are two common alloys used in forged pistons, 4032 and 2618. Silicon-aluminum alloys, such as 4032, have great wear characteristics because the silicon particulate hardens the alloy and reduces the thermal coefficient of expansion. However, silicon-aluminum alloys can turn brittle and become prone to fracturing when subjected to extreme stress. With a piston made of a silicon alloy once a crack starts, it doesn't stop until the piston suffers a catastrophic failure. Low- or no-silicon alloys, such as 2618, may wear a bit faster but provide better strength and durability. In the rare case of a crack in a 2618 piston, the crack will migrate to an area of lower stress and stop. 2618-alloy pistons keep their shape under extreme pressures and high RPM's.
Some owners have considered hypereutectic cast pistons as an alternative to forged pistons. Hypereutectic cast pistons could be an upgrade for normally-aspirated engines. However, A.Graham Bell in his recent book "Forced Induction Performance Tuning" (published in 2002 by Haynes) says they are a poor choice for turbocharged engines. Hypereutectic cast pistons have about twice as much silicon in the aluminum alloy as regular cast pistons (15-20% instead of only 7-8%). According to Bell, the added silicon leaves them "quite brittle and, as such, prone to breaking when subjected to detonation."
A question often asked when rebuilding an engine is "How much can I overbore the cylinders?". From the service manual's engine cross sections I guessed that the cylinder wall thickness might be 0.25". Joe Gonsowski (Mitsubishi Engineer) had his block sonic tested (top, middle, and bottom of bore) during his engine rebuild. Average wall thickness was 0.288" with a minimum value of 0.231 inches. Ray Pampena (Mitsubishi Master Tech and race engine builder) measured wall thickness for each cylinder in four places with a sonic tester and found an average wall thicknes of 0.300 inches. Ray notes that blocks sometimes core shift, which might reduce wall thickness to as little as 0.150". Always have a block sonic tested to measure wall thickness before boring the cylinders. An average wall thickness of 0.200" is considered by many as safe for our engines. However, Ray says that wall thickness can be as little as 0.100", but this greatly increases the risk of cracking if severe detonation occurs.
The stock bore is 91.1 mm (3.5866"), and Mistubishi provides factory pistons up to 0.040" over factory bore. I had my engine bored 0.050" over stock, which increases the bore to 92.38 mm for a displacement increase of 84 cc to 3056 cc from the stock 2972.3 cc. This reduced average wall thickness to about 0.238-0.250" (acording to Joe's and Ray's measurements; I do not know if my engine builder sonic tested my block). After twelve thousand miles I have not encountered any problems, but the increase in wall deflection and stress may reduce the durability of the engine somewhat over the long term. Some of our alloy-steel block 6G72 engines have been bored 0.075" over stock resulting in a 93 mm bore, which increases displacement by 126.1 cc to 3098.4 cc and reduces average wall thickness to 0.213-0.225". Ray Pampena bored his block 0.100" over, which increases displacement 5.67% to 3141 cc (see the table below for overboring comparisons) and leaves an average wall thickness of 0.200" for his engine.
The pistons listed below can be purchased from the manufacturers and from many speed shops and parts supply stores. I suggest contacting the speed shops that specialize in our cars listed on my Garage Page. You can also discuss how much to over bore your cylinders with these shops. Some piston manufacturers, like Ross, have worked with 3000GT/Stealth owners to incorporate design improvements.
Note: Because our engine blocks are alloy steel, care must be taken when honing the cylinders. This should be discussed with your engine builder.
Arias Forged Racing Pistons
13406 S. Normandie Avenue
Gardena, CA 90249
310-532-9737
http://www.ariaspistons.com/
2618 or 4032 alloy available
Stock and custom designs
CP Pistons
1902 MvGaw Ace
Irvine, CA 92614
949-567-9000
http://cppistons.com/
low-silicon (0.8% silicon) 2618 alloy available
Stock and custom designs
Available at Grd4Spd Racing (
http://www.grd4spd.com/) for $780 including rings, pins, pin fittings, and locks
JE Pistons
15342 Connector Lane
Huntington Beach, CA 92649
714-898-9763
http://jepistons.com/
Uses TRW forgings
2618, 4032, and high-silicon 2618 alloys available
Stock and custom designs
Ross Racing Pistons
625 S. Douglas
El Segundo, CA 90245
800-392-7677 (orders)
310-536-0100 (tech line)
http://www.rosspistons.com/
2618 T-61 alloy
Stock or custom designs; Ross makes only forged pistons.
Available at Import Performance Parts ($672 for the 0.020" or 0.030" overssized pistons).
Venolia Pistons and Rods
2160 E. Cherry Industrial Circle
Long Beach, CA 90805
562-531-8463, 323-636-9329
http://www.venolia.com/
No-silicon 2618 T-61 alloy
Stock or custom designs
I have heard that current prices including rings are about $700 to $800
Here are the details for the Venolia pistons I have.
New pistons, pins, and pin retainers directly from Venolia for ~$500
Job #: 117853
Alloy: 2618-T61 (no silicon)
Bore Size: 3.637" (0.050" over size)
Suggested Clearance: 0.005"
Ring Type: 1.5mm X 1.5mm X 4mm (0.060" x 0.060" x 0.160")
Pin Diameter: 0.866"
Pin Length: 2.500"
Weight (no pin, retainers, or rings): ~377 grams
Scott (iceman ii on the 3SI message board) informed me on Dec 5, 2006 that "the pins are machined from bar stock 4340 alloy, internally tapered for strength and weight reduction (they are thicker in the center, and thinner on the ends), and hardchromed on the external surface."
For information on the 0.050" over-bore pistons I used look at 2-venolia.htm and 2-venolia_wjc.htm
Available from Venolia for about $500.
Wiseco Piston, Inc.
7201 Industrial Park Blvd.
Mentor, OH 44060-5396
800-321-1364 (orders)
440-951-6600 (tech line)
http://www.wiseco.com/
Low-silicon 2618 alloy (for piston kit R18301557)
Stock and custom designs
Here are the details for the Wiseco pistons Trevor James bought.
New pistons, rings, and pins from
http://www.raceeng.com/ for $660
Kit Part #: R18301557
Alloy: 2618 (low silicon)
Compression Height: 1.261"
Bore Size: 3.6260" (0.039" over size)
Suggested Clearance: 0.0040"
Ring Type: 1.5mm X 1.5mm X 4mm (0.060" x 0.060" x 0.160")
Wrist Pin #: S566
Pin Diameter: 0.866"
Pin Length: 2.500"
Wrist Pin Retainers: W5594
Retainer Width/Wire Diameter: 0.072
Weight (no pin, retainers, or rings): ~347 grams