356hp 3.0i z4
- Thread starter k3ab
- Start date
Liverpool
Possibly faster in a straight line (it's got more HP & more torque), but it might not have the cornering or braking performance unless you upgrade those parts too.
I like the way they say there's no 'MZ4 on the market yet', when there are both coupé and roadster forms all over.
If they mean of the new model, then maybe this mod should have been done on the new model too?
I'd use the $7000 parts cost (plus the fitting cost) to upgrade to a Z4MR/Z4MC instead - at least that way you'll have some residual value in the car later on.
I like the way they say there's no 'MZ4 on the market yet', when there are both coupé and roadster forms all over.
If they mean of the new model, then maybe this mod should have been done on the new model too?
I'd use the $7000 parts cost (plus the fitting cost) to upgrade to a Z4MR/Z4MC instead - at least that way you'll have some residual value in the car later on.
My thoughts exactly mmm-five $7,000 plus shipping import and fitting would make it way cheaper to take a decent 3.0i and trade to an ///M. That way you get the brakes, diff, suspension and gearbox designed for the job. Plus the badge.
I like the way it's so discreet and fitted though
I like the way it's so discreet and fitted though
TS2 kit from ESS will do the same for similar cost...
BUT, now the costs of the M's are so cheap it really would be silly to bother... easier to just upgrade to an M with bigger brakes, tyres, suspension uprated, diff, all the kit like M-sport seats, power etc...
Or an Alpina if a more relaxed powerful car is your ideal motor
Dave
BUT, now the costs of the M's are so cheap it really would be silly to bother... easier to just upgrade to an M with bigger brakes, tyres, suspension uprated, diff, all the kit like M-sport seats, power etc...
Or an Alpina if a more relaxed powerful car is your ideal motor
Dave
That must have been produced prior to the facelift and the //M being available...
I'm an Application Engineer for Garrett. (Or as we are now known Honeywell Turbo Technology)....
I cant see a nameplate on those pictures to enable me to get a part number and hence pull all the info surrounding that turbo.... but what I can say is that it looks like a bloomin massive turbo for a 3.0 gasolene engine!!!
Also, the turbine housing seems to have a wastegate port in there, but the system supplier is using an external wastegate and the adapter for the turbine discharge blanks off the wastegate port.... to me, this turbine housing looks intended for a large diesel engine, not a gasolene engine.
Its hard to tell from the picture, but I would guess the turbine housing material is SiMo (Silicon Molybdenum Ferritic Ductil Iron). We use this material for applications with exhaust temperatures up to 760degrees C... i.e. diesel applications.
Most petrol engines will exceed this limit and requires either Ni-Resist or Stainless Steel material for the turbine housings... What this means is that the turbine hosuing after x amount of thermal cycles will start to crack....
Obviously these aftermarket applications do not do any specific qualification testing and that means that I would expect the compressor wheel to suffer failures also.... This is a through bore compressor wheel which are prone to low cycle fatigue failures.
I'm an Application Engineer for Garrett. (Or as we are now known Honeywell Turbo Technology)....
I cant see a nameplate on those pictures to enable me to get a part number and hence pull all the info surrounding that turbo.... but what I can say is that it looks like a bloomin massive turbo for a 3.0 gasolene engine!!!
Also, the turbine housing seems to have a wastegate port in there, but the system supplier is using an external wastegate and the adapter for the turbine discharge blanks off the wastegate port.... to me, this turbine housing looks intended for a large diesel engine, not a gasolene engine.
Its hard to tell from the picture, but I would guess the turbine housing material is SiMo (Silicon Molybdenum Ferritic Ductil Iron). We use this material for applications with exhaust temperatures up to 760degrees C... i.e. diesel applications.
Most petrol engines will exceed this limit and requires either Ni-Resist or Stainless Steel material for the turbine housings... What this means is that the turbine hosuing after x amount of thermal cycles will start to crack....
Obviously these aftermarket applications do not do any specific qualification testing and that means that I would expect the compressor wheel to suffer failures also.... This is a through bore compressor wheel which are prone to low cycle fatigue failures.
Z4//MMY said:
Sorry for off-topic, but that is interesting
Would you say there are many turbine differences from petrol to diesel app except materials?
Ie, would a petrol turbo housing offer better use for a highly tuned diesel engine, or might the presence of a turbine designed for petrol exhaust gasses differ significantly to one for diesel apps?
Or is it pretty much all about the temps?
Thanks
Dave
Well alot of the differences are all about temperature and having the appropriate materials to survive in the enviroment.
There are differences in the wheel designs too though.
The requirements for a diesel and a petrol turbo differ in that in a diesel you have a shorter range needed as the gas flows are more limited. As a diesel only revs to in the region of 4000RPM for most passenger cars this can flow at lot less then the equivalent sized petrol engine with a speed around 7000RPM and the wheels have to be designed for the required range.
This difference is seen more on compressor wheel design then the turbine stage as we would tend to have a wastegate (or VNT - variable nozzle turbine) to control the flow through the turbine stage so we can match the range of the wheel to the engine operation we desire and then wastegate off the excess flow at higher engine speeds).
With regards to a tuned diesel... a material more often seen on petrol may offer benefits, it depends on how they have tuned the engine.
You could just increase boost. air fuel ratio will be the same (same lambda or excess air) so the exhaust temperatures should stay within limits for a diesel style turbo (however the increase in in-cylinder pressure, air temperature in the manifold, turbo-speed could cause durability problems).
If you lower the excess air or AFR you will generate more in-cylinder pressure. here the temperatures may lead you to selecting a more durable material as used in petrol applications, however the negatives from going this route are greater then increasing boost pressure... so this route is unlikely...
Although saying all that we dont specifically have materials we match to petrol or diesel, we use the appropriate material for the application... we have a range of different materials / technology that we will apply when the application demands it, be it petrol, diesel, passenger car, truck or whatever....
There are differences in the wheel designs too though.
The requirements for a diesel and a petrol turbo differ in that in a diesel you have a shorter range needed as the gas flows are more limited. As a diesel only revs to in the region of 4000RPM for most passenger cars this can flow at lot less then the equivalent sized petrol engine with a speed around 7000RPM and the wheels have to be designed for the required range.
This difference is seen more on compressor wheel design then the turbine stage as we would tend to have a wastegate (or VNT - variable nozzle turbine) to control the flow through the turbine stage so we can match the range of the wheel to the engine operation we desire and then wastegate off the excess flow at higher engine speeds).
With regards to a tuned diesel... a material more often seen on petrol may offer benefits, it depends on how they have tuned the engine.
You could just increase boost. air fuel ratio will be the same (same lambda or excess air) so the exhaust temperatures should stay within limits for a diesel style turbo (however the increase in in-cylinder pressure, air temperature in the manifold, turbo-speed could cause durability problems).
If you lower the excess air or AFR you will generate more in-cylinder pressure. here the temperatures may lead you to selecting a more durable material as used in petrol applications, however the negatives from going this route are greater then increasing boost pressure... so this route is unlikely...
Although saying all that we dont specifically have materials we match to petrol or diesel, we use the appropriate material for the application... we have a range of different materials / technology that we will apply when the application demands it, be it petrol, diesel, passenger car, truck or whatever....