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  • Mat Rempit Insaf 8:18 am on October 16, 2010 Permalink | Reply  

    Nitrous vs. Turbo vs. Supercharger 

    If you’re the type of enthusiast who treats a car as if it were your best friend, then I know you already started with the basic accessories (tires, suspension, stereo and so forth). Now you feel you’re ready for some engine performance, but you have a few questions on which way to turn. Three of the most common ways pick up substantially more horsepower are by bolting on turbocharger, supercharger, and nitrous kits.
    To figure out which is best for you, determine why you need additional power. Engine compartment space and your budget should be taken into consideration. For cost conserns, a nitrous kit is the most practical of the three bolt-on kits. The cost of a turbocharger or supercharger kit is quite a bit more, but you’ll find that the power delivered from the turbo or supercharger is more useable, especially for road racing. Here are some of the pros and cons of each system.
    Performancewise, a nitrous bottle is excellent if you’re drag racing and as long as your car is going straight when the nitrous kicks in. Most nitrous systems are designed to work when the throttle is wide open so a nitrous system is not something you’d want for road racing. Introducing nitrous during a turn can cause the back end of your car to want to swap places with the front end (spin out). For road-racing you would want either a supercharger or turbocharger.
    The design of a turbocharger is very simular to that of the supercharger. The difference being one is exhaust-driven(turbo) and the other belt-driven(supercharger). The general rule is that a turbocharger maximizes your powerband at a higher rmp, because it is powered by the amount of exhaust being forced through it. On the otherhand, a supercharger has better lowend torque, since it is controlled by a belt directly connected to the crankshaft. A supercharger is already injecting air into the system, even at extremely low rpm. Generally, superchargers cost a little more than turbo kits, but a turbo kit is tougher to install, as you must typically route your exhaust system through the turbocharger as well as add an intercooler.
    The ideal situation would be, of course, to have all three(turbo, supercharger and nitrous) adding power to your car. Unfortunately, that may be an unrealistic dream, slightly out of reach for the common performance enthusiast. Below will explain the principles of each kit.

    Turbocharger
    A turbocharger is an air pump designed to operate on the normally wasted energy in the engine’s exhaust system. The exhaust gases that would normally flow out of the tailpipe are instread routed through a turbocharger unit mounted adjacent to the engine.
    Inside the turbocharger are two back-to-back turbines. On the exhaust side, a turbine uses the exhaust gases flowing through it to spin. When the exhaust-side turbine spins, so does the other turbine, forcing air into the intake of the engine. The exhaust output controls how fast the turbine spins, so at slower revs the turbine spins more slowly-and forces less air into the intake of the engine. If the force of the exhaust gases is low enough, the turbo will barely spin, if at all. As the engine rpm increases, the turbine spins faster and forces more air into the engine’s intake. This is why turbos tend to work better at higher rpm and why turbochargers experience what is called turbo lag(the delayed time it takes for the turbine to spool up). Some companies use twin turbo systems, which compensate for the low/high-end sacrifice by dedicating one turbo to each situation.

    Supercharger
    A supercharger is much like a turbocharger, with the biggest differnce being that a supercharger is connected directly to the crankshaft with a belt. A supercharger is matched to an engine by its displacement and belt ratio. It can provide excess airflow at any engine speed. The concentrated charge of air provided by a supercharger results in a more powerful combustion stroke in the engine’s cylinders, resulting in improved engine performance. A supercharger is a self-contained unit, while the turbocharger relies on the engine’s exhaust system- and, often, an intercooling system- to function.

    Nitrous Oxide
    A nitrous system is made up of just a few components. The biggest component is the nitrous bottle itself, which is generally(because of its size) located in the trunk of your car. The most common bottle is an aluminum tank with a 10-pound capacity.
    A high-pressure hose delivers the nitrous from the bottle to the rest of the system under the hood. Two solenoids control the nitrous and fuel. The nitrous ad fuel are still seperated from each other as they travel to the jets, which set the calibration for the whole system. The jets are typically small brass inserts that can be easily changed for tuning purposes. Once they’ve passed through the jets, the nitrous and fuel are introduced into the engine.
    There are numerous ways to introduce nitrous and fuel into the engine. The most common method uses a thin plate mounted atop( or between the two halves of) the intake manifold. The plate has thin brass tubes that are paired together. One tube is positioned over the other, and the upper tube usually flows nitrous, leaving the lower one for fuel. The high velocity of the nitrous as it comes out of the tube helps atomize the fuel.
    The nitrous can be activated in many ways; it is usually controlled by a switch operated by the driver. Nothing makes it easier to dramatically increase the power output of an engine than a nitrous system does.

     
  • Mat Rempit Insaf 8:52 pm on October 15, 2010 Permalink | Reply
    Tags:   

    Consider it the carpet-bombing approach…. 

    Consider it the carpet-bombing approach. In a bid to obliterate its exec rivals, Audi is peppering the Big Fast Car market in a relentless assault.

    As well as the nuclear RS5 Coupe, with its 444bhp twin-turbo V8, you can get your medium-size hot Audi in saloon (S4), estate (S4 Avant), convertible (S5 cabrio), coupe (S5) and now, with the release of the S5 Sportback, five-door hatchback flavour. Phew.

    Like its relatives – with the exception of the S5 coupe, which, confusingly, retains a naturally aspirated V8 – the S5 Sportback gets a twin-turbo V6 hustling 328bhp to all four wheels. On the road, it’s… well, it’s pretty much exactly the same as the S4 saloon. And that’s no bad thing: the Sportback is devastatingly rapid in an undramatic sort of fashion, and incredibly sure-footed. In short, it’s an easy car to go seriously fast in, and isn’t even cripplingly thirsty. And, as our love affair with dual-clutch boxes cools, the S5’s awesome seven-speed DSG is a timely reminder that the best examples are still sublime.

    Like most hot Audis, the S5 Sportback feels a bit austere: the steering, just like on the S4, is a bit wooden and lifeless compared to that of the Merc E63, for example, and it doesn’t ride with the organic ease of the very best supersaloons.

    Beyond that, though, it’s mighty difficult to criticise the S5 Sportback. That’s partly due to the thoroughness of Audi’s carpet-bombing approach: if you’re not getting on board with the posh-super-hatch concept, they’ll happily flog you another flavour of fast exec thing. “Need something with a bit more bootspace, sir? Pray peruse our S4 Avant. Sir would prefer a two-door? Step over to the S5…” You get the picture.

    The problem with the carpet-bombing approach, as any seasoned general will tell you, is the risk of casualties through friendly fire. In this case, the S4 saloon looks likely to cop a direct hit, as the Sportback seems to render it virtually redundant. Difficult to know why you’d bother with the frumpier four-door when this sleek hatch is more practical and better looking.

    In fact, the only reason to go for the saloon over the hatch – unless you’ve got a incurable fetish for the traditional three-box shape – is if you require five seats: the Sportback is available only as a four-seater. Otherwise, cancel those plans for the third child and go for this one. Er, unless you want something with a boot, in which case there’s the S4 Avant. Or you’re looking for a convertible, in which case…

    Sam Philip
     
    On your drive for: £949pcm
    Performance: 0-62mph in 5.4secs, max speed 155mph, 30.0mpg
    Tech: 2995cc, V6, 4WD, 328bhp, 325lb ft, 1755kg, 219g/km CO2
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  • Mat Rempit Insaf 3:26 pm on October 15, 2010 Permalink | Reply
    Tags: FQ-400, , , VS   

    http://www.youtube.com/embed/umG7rGqEJCQ

    My choice will be FQ-400 anyway because lighter and quicker around the corner, Don’t forget GTR is taller than evo and has only two door which EVO has 4 Door! Never mind that EVO has Tarmac, Gravel , Snow setting 😀
    Enjoy!

    Category: Autos & Vehicles

    Tags: MITSUBISHI EVO FQ-400 VS NISSAN GT-R Loading…

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  • Mat Rempit Insaf 3:21 pm on October 15, 2010 Permalink | Reply
    Tags: caught, hood?, Shots:, , what's   

    Spy Shots: 2012 Audi S7 caught, but what’s under the hood? 

    2010 AudiAudi ConvertiblesAudi CoupesAudi SedansAudi WagonsAudi CarsAudi A3Audi A4Audi A5Audi A6Audi A8Audi Q5Audi Q7Audi R8Audi S4Audi S5Audi S6Audi TTAudi TTSUsed Audi for SalePowered by AOL Autos

    Related From AutoblogReport: Audi building business case for limited-edition Quattro concept6 days ago

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    Reader Comments (Page 1 of 2)

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  • Mat Rempit Insaf 3:16 pm on October 15, 2010 Permalink | Reply
    Tags: cards, little, needs, sedan, still   

    Audi A3 sedan still in the cards, but needs a little help 


    2010 Audi A3 TDI – Click above for high-res image gallery
    Audi’s A3 has been something of a quiet entry point for the German automaker in the North American market, selling in modest volumes compared to its more upscale A4 and A6 brethren. According to Audi of North America president, Johan de Nysschen, those low volumes have been supply constrained for some time. The A3 has been performing so well in the European market that capacity remains in short supply. The supply constraint is so acute that Audi hasn’t been offering any incentives or leasing plans to help boost the model’s numbers.

    Another reason for the A3’s low take-rate, de Nysschen admits, is its five-door hatchback bodystyle, a configuration that is at odds with traditional expectations for premium cars among U.S. consumers. But help may be on the way.

    As we first reported back in January, Audi may build a sedan version of the A3 to better appeal to this market’s consumer tastes. However, the company is reluctant to undertake the cost of developing a new bodystyle for the North American market alone, and Audi of Europe apparently isn’t terribly interested in offering one to its customers. The potential solution de Nysschen is pursuing hinges upon lobbying Audi’s other international arms to see if they are interested in offering an A3 sedan. Of those divisions, Audi’s Asian outposts would seem to be the most likely candidate, as countries like South Korea and China are very accepting of cars with trucks, and both are seen as strong growth markets.

    Interestingly, de Nysschen reminded Autoblog that the A3’s sales volume has actually more than doubled in the States this year. That’s partly because Audi is earning more consideration from car buyers, and partly because demand for the model has fallen in Europe where it is approaching the end of its lifecycle. With less product needed to keep EU dealers happy, Audi has been able to secure more units to sell in the States. Through August, Audi sold 4,012 A3 five-doors in the States. That represents a whopping 74.8 percent year-over-year increase – a remarkable feat for a car that has been on sale since 2006. By this time last year, Audi had only managed to shift 2,295 units. Just as interesting is word that sales of the TDI diesel A3 account for around 50 percent of the model’s sales – a percentage that Audi says holds true for its other TDI offering, the Q7.

    The next-generation A3 is expected in 2012, but with plans for a sedan still up in the air, it seems unlikely that a four-door variant will accompany its initial rollout. Either way, the second-generation model is expected to continue sharing quite a bit with its Volkswagen counterparts, including offering a derivative of automaker’s ubiquitous 2.0-liter TFSI four-cylinder and Quattro all-wheel drive.

    Gallery: Review: 2010 Audi A3 TDI

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  • Mat Rempit Insaf 3:11 pm on October 15, 2010 Permalink | Reply
    Tags: odds:, , S-Line   

    Audi ready to play hot odds: A1 S-Line, S1, RS3 and RS7 on deck 

    Audi’s lineup is expanding so quickly you’d think its cars were spawning new models by mitosis. In a few days at the Paris Motor Show we’ll be seeing the newest hot addition to the A1 range: the 185-horsepower 1.4 TSFI with thrust provided by a twin-charged four cylinder. That’s not the S1, it just has the S-Line package thrown on for racy looks. Next year, the S1 itself will step forward, with the Golf GTI’s turbocharged 220-hp engine sitting up front. It is a sure bet to shave serious time off the TSFI’s 6.9-second run from zero to 62 miles per hour.

    After that comes the Audi RS3, using the same 340-hp, five-cylinder turbo from the TT RS. Sub five-second runs to 62 mph are in the offing, and its 250 kph (155 mph) top speed can be raised to 280 kph (174 mph) for a nominal fee. Then, at the Frankfurt Auto Show in the fall, the RS7 Sportback takes a bow. Powering the four-door fastback will be the 4.0-liter, 550-hp twin-turbo V8 that’ll be shared with the 2011 Bentley Continental GT. That would put it about 100 horses clear of the rumored output in the S7 we should see next week in Paris, and the V8 is said to be 20 percent more fuel efficient than the 5.0-liter V10 in the RS6.

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  • Mat Rempit Insaf 3:06 pm on October 15, 2010 Permalink | Reply
    Tags: $78, 050, start   

    2011 Audi A8 to start at $78,050 

    2011 Audi A8 – Click above for high-res image gallery
    Are you ready to write a check for a true German luxury sedan stunner? If so, you’ll surely be interested to hear that pricing has arrived for the 2011 Audi A8. Base MSRP for this Bavarian beauty is $78,050 including all extra charges, which puts it squarely between its two main rivals: the Mercedes-Benz S-Class ($87,950) and the BMW 7 Series ($70,150). The long-wheelbase A8L starts at $84,000 and both versions will be in dealer showrooms starting late November 2010.

    It’s an enticing price for the finest luxury sedan to wear four rings. The all-new A8 packs brand new features into a sleek body wrapped around a wonderful 4.2-liter V8 engine. The car and engine work so well together that the A8’s 17 mile per gallon city/27 mpg highway rating put it right next to the Mercedes-Benz S400 Hybrid in the fuel economy category. Those figures are also enough to surpass the I6, V8 and Hybrid versions of the 7 Series.

    No word yet on how many organs we need to sell to purchase the W12-equipped A8.

    For more information on the 2011 Audi A8, as well as pricing for the rest of the 2011 Audi lineup, you can read the full release after the jump.

    Gallery: First Drive: 2011 Audi A8

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  • Mat Rempit Insaf 3:01 pm on October 15, 2010 Permalink | Reply
    Tags: anniversary, , , original,   

    Audi Quattro concept celebrates 30th anniversary of original 

    Audi Quattro Concept – Click above for high-res image gallery
    We’ve been speculating, applying the magnifying glass to spy shots and just plain wishing that the rumors were true. They are – Audi is set to debut the Quattro concept car at the Paris Motor Show in celebration of its famous all-wheel-drive system’s 30th anniversary. Drawing its inspiration from the original 1980 Audi Ur-Quattro and using some underpinnings from the current RS5, the Quattro concept features a shortened wheelbase, lower roofline and a sub-3,000 pound curb weight.

    The original Ur-Quattro weighed in under 3,000 pounds and featured a turbocharged five-cylinder engine paired with a five-speed manual. Keeping in line with that spirit, the Quattro concept ditches the V8 and dual-clutch transmission from the RS5 in favor of a turbocharged inline five-cylinder engine and six-speed manual gearbox. Power output for the Quattro concept is rated at 408 horsepower and 354 pound-feet of torque. All that energy is put to the ground through Audi’s famous quattro torque-vectoring all-wheel-drive system, which in this case is setup with a 40:60 rear-biased torque split. The weight savings mixed with the power output create a vehicle with a power-weight ratio on par with that of the Audi R8 5.2 FSI.

    Since this IS a modern Audi, it features stylish exterior features and a wonderful cabin space. The seats are leather-lined Sparco units that weight in at just 40 pounds apiece. The Quattro concept also makes use of the Audi MMI infotainment system. In this application, MMI includes a slew of screens useful for rally racing like classically-styled round gauges and a page for pace notes. On the outside, the Quattro concept boasts the signature Audi LED treatment, but this time it’s in the form of headlamps that adjust their direction both vertically and horizontally, as well as being able to open fully or close to a slit.

    This is an exciting concept that pays homage to a true motoring classic. If Audi doesn’t find a way to put a version of this into production, we’re sure that four-ring fanboys around the world will storm Ingolstadt.

    Gallery: Audi Quattro Concept

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  • Mat Rempit Insaf 2:56 pm on October 15, 2010 Permalink | Reply
    Tags: , , , , performance, , years   

    Paris 2010: Audi Quattro Concept celebrates 30 years of performance 

    Audi Quattro Concept live debut – Click above for high-res image gallery
    Here they are folks, the first live images we’ve managed to snap of the Audi Quattro Concept that’s currently being debuted at the Paris Motor Show. We expect to get much more closely acquainted with the machine over the next couple of days, but until then, take a gander at the machine that Audi crafted to celebrate 30 years of Quattro performance.

    Keep in mind that this sucker is packing 408 horsepower from its turbocharged five-cylinder engine and routing all those ponies through a six-speed manual gearbox to all four wheels, making for a power-to-weight ratio on par with that of the Audi R8 5.2 FSI. See the rest of the details here. A fitting tribute, if we do say so ourselves.

    Gallery: Paris 2010: Audi Quattro Concept

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  • Mat Rempit Insaf 2:51 pm on October 15, 2010 Permalink | Reply
    Tags: ,   

    Paris 2010: 2011 Audi A1 1.4 TFSI 

    2011 Audi A1 1.4 TFSI – Click above for high-res image gallery
    Despite the success of the Mini Cooper and America’s newfound love of hatchbacks, Audi continues to deny us the all-new A1. There are a variety of reasons for excluding the pint-sized hatch from the U.S. market (marketing, brand image, average transaction price, etc.), but the introduction of the twin-charged A1 here at the Paris Motor Show has us questioning all of them.

    Packing a 1.4-liter TFSI (read: both turbo and supercharged) inline four-cylinder engine, the A1 puts out 185 horsepower and 185 pound-feet of torque, sends it to the front wheels through a seven-speed S tronic gearbox and can sprint to 60 in 6.9 seconds on its way to a top speed of 141 mph. Think of it as the luxury alternative to the Ford Fiesta, with a price tag to match: €24,250 or just over $30k at current exchange rates. Get all the details in the press release after the jump.

    Gallery: Paris 2010: 2011 Audi A1 TFSI

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