Bmw M5 E60 med konstig Avgassystem ?
Tjena!
Hittade den här bilden på Bmw M5 E60:s avgassystem , kan någon säga vad det är för avgassystem ??
Ser ganska konstig ut!
4.6 Kit, Front och Bak skärm Breddar, Bakljus Black,Angel Eyes
4.6 Kit, Front och Bak skärm Breddar, Bakljus Black,Angel Eyes
det har jag aldrig sett med sniglarna längst ut på bilens avgassystem 
BMW 318d E91 "M-sport" (2010)
bakmonterade turbos är ganska vanligt på corvetter i usa bara att söka på "twinturbo corvette" på google så kommer det upp rätt många bilder
Besök DDESIGN-Webbshopen idag!
Följ Team DDESIGN´s projektråd här!
Nissan 200sx s13 "DDESIGN Drift Team" (1989)
Opel Omega B 2.5 "Rescue-Opeln" (1997)
4.6 Kit, Front och Bak skärm Breddar, Bakljus Black,Angel Eyes
940Turbo -91 brukis *såld* BMW 318is e36 -92*såld*
240GLT -83 projekt *skrotad* 240DL -85 möjligt tidsfördriv *skrotad*
LEG. åkafrånpolisåcykla6månder *genomförde kursen med bravur*
BMW 540i/6 (1997)
Ford Sierra 2,9 Cosworth Turbo "Vebotrim" (1989)
Ford Sierra Laser M30b35 Turbo "The Senior six" (1986)
_MaCCe_ skrev:
mah88 skrev:
så är det som en helt vanlig bil med turbo? och varför så långt bak ?Helt vanlig kan man väl inte påstå ?
bi-turbo v10a, 500 + Hk orginal, kan vi räkna med runt 700 hk nu ?
damn 
så stor skillnad? men vad jag ville säga är om det är som att montera turbon längst fram som en ´´typisk´´ turbo bil
4.6 Kit, Front och Bak skärm Breddar, Bakljus Black,Angel Eyes
Visslar nog jävligt gött iaf
Volvo 744 GLT / Vinterbil
Volvo 244DL / Projektbil
Dodge Magnum Srt-8 (2007)
Inte mycket förluster där nej.
Finns en del fördelar: Lägre oljetemp till turbon, lägre temp på insugsluften=mer hästar, lägre turbotemp=längre hållbarhet, slipper ju att all luft under huven blir attans varm..
Ljudet blir coolare Även om du tar bort den bakre ljuddämparen och sätter en turbo där istället så blir inte ljudet högre eller dånar mer.. turbon är effektiv som ljuddämparen och "slår sönder" ljudet men man får ett coolare ljud.
Blir ju billigare också eftersom man slipper bygga nya/dyra grenrör..
En bild på en annan installation:
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Don't turbos have to be really hot to work properly?
Putting a torch to your turbo and getting it hot doesn't produce boost. What produces boost is airflow across the turbine which causes the turbine to spin. If turbochargers required very high temperatures to produce boost, Diesel trucks and Methanol Race cars wouldn't be able to run turbos. However, each of these "Low Exhaust Temperature" vehicles work very well with turbochargers when, like any turbo application, the turbocharger is sized correctly.
In a conventional, exhaust manifold mounted turbocharger system, the extra heat causes the air molecules to separate and the gas becomes "thinner" because of the extra space between the molecules. This extra space increases the volume of air but doesn't increase the mass of the air. Because the volume is higher, the velocity of the gas has to be higher to get it out in the same amount of time.
By mounting the turbo further downstream, the gasses do lose heat energy and velocity, however, there is just as much mass (the amount of air) coming out of the tailpipe as there is coming out of the heads. So you are driving the turbine with a "denser" gas charge. The same number of molecules per second are striking the turbine and flowing across the turbine at 1200F as there is at 1700F.
Front mounted turbos typically run an A/R ratio turbine housing about 2 sizes larger because the velocity is already in the gasses and the volume is so big that the turbine housing must be larger to not cause a major restriction in the exhaust system which would cause more backpressure. With the remote mounted turbo, the gasses have condensed and the volume is less, so a smaller A/R ratio turbine housing can be used which increases the velocity of the gasses while not causing any extra backpressure because the gas volume is smaller and denser.
Sizing is everything with turbos. There is more to sizing a turbo for an application than cubic inches, Volumetric Efficiency, and RPM ranges. A turbo must also be sized for the exhaust temperatures. A turbine housing sized for 1700F gasses would have lag if the gasses were 1200F. This is why turbo cars have lag when they are cold and not warmed up yet. Both systems work well if sized correctly.
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Do I need to put headers on to optimize the turbo system?
No, the extra expense and work to install aftermarket headers isn't necessary. Headers are designed to eliminate backpressure in the exhaust system and facilitate exhaust scavenging and flow on normally aspirated engines. Turbocharged engines work on slightly different principles. Namely, there is exhaust "Pressure" between the cylinder heads and the turbocharger because the turbocharger is the smallest diameter orifice in the exhaust system. The turbine housing gets smaller in diameter to increase the velocity of the exhaust gasses before they hit the turbine wheel. This is how you get 100,000 rpm wheel speeds.
Turbocharged exhaust gas pressures can see as high as 30+ psi on high boost applications. So spending money on higher flowing exhaust components designed to lower exhaust backpressure is usually a waste of money. This money would be better spent on an upgraded turbocharger which would produce more efficient boost with less backpressure or just spending the money on upgrading the engine and fuel system to handle more boost.
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Doesn't heat create the velocity in the exhaust gasses to spool the turbo?
No, heat doesn't create velocity. Heat creates volume. If you look at any of the physics laws for gasses, you will find that pressure and volume and heat are related. PV=NRT is a popular one, The V isn't for velocity, it is for Volume.
The turbine housing is what creates the velocity. The scrolling design that reduces the volume of the exhaust chamber as it scrolls around causes the gasses to have to increase in velocity and pressure to maintain the same flow rate.
Hotter gasses have more volume, thus requiring a higher A/R which in effect means that it starts at say 3" and scrolls down to approximately 1". Lower temperature gasses are denser and have less volume, so they require a lower A/R housing which would start at the same 3" volume, as the turbine housings use standard flanges, and scroll down to say 3/4".
Now if you were to reverse the housings in application, the conventional turbo would spool up extremely quick, at say around 1500 rpm but would cause too much backpressure at higher rpms because the higher volume of gas couldn't squeeze through the 3/4" hole without requiring a lot of pressure to force it through. On the reverse side, the remote mounted turbo with its cooler denser gasses, wouldn't spool up till say around 4000 rpms but once spooled up would make efficient power because it doesn't require hardly any backpressure to push the lower volume of gas through the larger 1" hole.
Senast redigerat av Smajly (15 november 2008)
BMW E46 320I CAB (2001)
Lyssna på killen ovan. 
Det där är rätt vanligt bland Corvettes i USA, Squire Systems är nog en av dom mest kända bland Corvette ägare med att utföra bakmonterade stressfläktar.
Buick GSX Stage 1 "Velvet Hammer" (1972)
Bilden är tagen på Currency Motors M5a från USA. Enligt dom så ska den kunna leverera upp till 810hk, och toppa strax över 380km/h. Dom har bara byggt en så det här de enda exemplaret i världen.
Ang. om hur det funkar att ha turbon där bak istället kan ju diskuteras, bevisligen får man ju ut en hel del effekt. Men det är helt klart bättre o smidigare att ha dom så nära motorn som möjligt. Den största nackdelen med att ha aggregaten så långt bak bil att spool-up tiden blir längre, o på så vis försämrad körbarhet.
Men alla sätt är ju bra förutom dom dåliga som bekant 
4.6 Kit, Front och Bak skärm Breddar, Bakljus Black,Angel Eyes
Chrysler 300C Touring "LX" (2005)
Pontiac Lemans 67 cabriolet "Projekt LTO pro cruising" (1967)
