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Mazda6 Turbo Diesel dominating INDY!

Diesels Return to Indy After 60 Years – AND WIN

Mazda 6 SKYACTIV-D Clean Diesel wins at the Brickyard

Text By: Agustin Jimenez, Monica Gonderman

It’s been over 60 years since a diesel powered race car hit the track at Indy but this week, Mazda is bringing the heat to the Brickyard with their Mazda-6 SKYACTIV-D Clean Diesel Race Car. The last diesel to compete at Indy was the 1952 Cummins Diesel Special #28 Indycar and it shocked everyone and demonstrated how powerful a diesel engine could be by breaking lap time records right off the first lap of qualifying.

60 years later, Mazda is bringing diesels back to the Brickyard for this week’s Grand-Am race in Indianapolis, Indiana. The Mazda-6 Grand-Am GX cars are powered by a SKYACTIV-D Clean Diesel 2.2-liter inline-4 cylinder dual-turbo common rail, direct injected diesel engine that produces 400 horsepower at 5000 RPM as well as 445 pound feet of torque at 3600 RPM.

[EDIT by Turbox:  This is courtesy of  Twin Turbochargers: Series Turbocharged
Honeywell Turbo Technologies (Garrett) Turbochargers
-GTR3776R Low Pressure Stage
-GTR2560R High Pressure Stage
And the appropriate tubing modifications to support efficient intake airflow at an unknown level of boost control! ]

2014 Mazda 6 SKYACTIV D Clean Diesel Grand AM GX Engine

Although the Mazda-6 Grand-Am cars are far more technologically advanced than the 1952 Cummins Diesel Special race car, they both share the same vision of showing up to Indy with a diesel than can run circles around the competition while testing production technology in the harshest of environments.

While most people correctly associate racing with fast cars, it is far more complex than just raw speed. The best race cars have been modified for efficiency in every conceivable area. Decreasing weight, friction, and aero drag are key elements to performance. Less obvious to non-race fans is the fact that better fuel economy can mean the difference between winning and losing as fewer pit stops can often determine the winner in endurance races.

The all-new SKYACTIV-D Clean Diesel engine in the all-new Mazda-6 is a true production based engine. The engine is 51 percent stock by parts count, and 63 percent stock by weight. Mazda chose this path as it is the most honest way to demonstrate the quality, durability, and reliability of Mazda cars.

‚ÄúThis year has been one for the record books. In January, our SKYACTIV-D Clean Diesel Mazda6 became the first diesel racecar to ever compete at Daytona. In April, we became the first ever diesel to score a Grand-Am win at Road Atlanta. Now, we are about to bring clean diesel to one of the most famous proving grounds in the world, the Indianapolis Motor Speedway. Being students of motorsports heritage, it wasn‚Äôt lost on us that the last diesel to compete at Indy, a Cummins, made a strong impact in the 1950‚Äôs, hence our interest in looking at the state of the art from the past with our latest innovation,‚ÄĚ noted John Doonan, Motorsports Director, Mazda North American Operations.

2014 Mazda 6 SKYACTIV D Clean Diesel Grand AM GX Green Car

Mazda-6 Grand-Am GX Specs:
Engine: Mazda SKYACTIV-D Clean Diesel
Configuration: Inline 4 Cylinder Turbo Diesel
Displacement: 2.2L (2191cc) Bore: 86.0 mm Stroke: 94.3 mm
Power: 400 horsepower at 5000 RPM ‚Äď Grand-Am GX class target
Torque: 445 pound feet of torque at 3600 RPM
Fuel System: Common Rail, Direct Injection
Turbochargers: Series Turbocharged
Honeywell Turbo Technologies (Garrett) Turbochargers
-GTR3776R Low Pressure Stage
-GTR2560R High Pressure Stage
Transmission: EMCO 46P1 Transaxle
Clutch: Quarter Master
Suspension: Double A-Arm Front and Rear
Dampers: Dynamics DSSV
Brakes: Alcon
-Front: 355mm Disc, Monoblock 4-piston Caliper
-Rear: 328mm Disc, 4-piston Caliper
Wheels: BBS 1-piece Aluminum
Tires: Continental Racing Slicks (GRAND-AM Spec Tire)
Front: 285/645R18 Rear: 305/645R18
Weight: 1111 kg (2450 lb) — GX class minimum
Weight Bias: 50:50
Dimensions: Length: 4935 mm (194.3 inches)
Height: 1298 mm (51.1 inches)
Width: 1880 mm (74.0 inches)

Read more: http://www.dieselpowermag.com/news/1307_diesels_return_to_indy_after_60_years/#ixzz2gdbNzIi2

Volvo Drive-E-1 Turbo Car Club TurboClub.com

Volvo class-leading combination of a compressor and a turbocharger.

Volvo’s new Drive-E power-trains 2013

Efficient driving pleasure with world-first technology

Volvo Cars’ new Drive-E range of powertrains takes efficient driving pleasure to a new dimension in which the number of cylinders is no longer important to describe power and drivability.

The first three engines from the two-litre, four-cylinder Drive-E powertrain family will be launched in Europe in autumn 2013. The diesel version features world-first i-Art technology, and the most powerful petrol version comes with a class-leading combination of a compressor and a turbocharger.

“We have created smaller, more intelligent engines with power curves that give exciting driveability compared with engines with more cylinders yet deliver the fuel economy of only four cylinders,” says Derek Crabb, Vice President Powertrain Engineering at Volvo Car Group.

“In addition, by adding electrification such as plug-in hybrid technology, we will reach power figures in the V8 territory.”

Petrol engine with compressor and turbo!

Using the supercharger to fill in the bottom end torque gives the petrol engine a big, naturally aspirated feel. The mechanically linked compressor starts to function immediately at low revs, while the turbocharger kicks in when the airflow builds up.

Other improvements to the Drive-E petrol engines include friction-reduction measures such as ball bearings on the camshaft, high-speed continuous variable valve timing and intelligent heat management with a fully variable electric water pump.

Powerful, compact, efficient.

Our all-new 2018 Drive-E power trains combine the low-fuel consumption and emissions of a four-cylinder engine with the handling and performance of a six or eight-cylinder. The result: a smooth, powerful ride‚ÄĒwith less stops at the pump.

Hyundai Tuning Team Unveils 2012 Turbo Veloster Race Concept

Hyundai Tuning Team Unveils Turbo Veloster Race Concept

News media release 18th October 2012

Hyundai Motor Company Australia has today revealed a striking nod to its racing pedigree with the presentation of their Veloster Turbo Race Concept car.

With a hint of possible plans to hit the tarmac in Australia in 2013, the Veloster Race Concept has been engineered to meet all FIA and CAMS tarmac rally competition regulations and requirements.


Veloster Race Concept has been developed in Australia by a specialist engineering team to withstand the extreme rigour of tarmac rally racing.

Stripped down to a body shell and rebuilt to exacting standards by a dedicated team, using Hyundai technical and engineering know-how combined with contracted motorsport race specialists. The project was led by the same technical team that conduct all ride and handling tuning for Hyundai production vehicles in Australia.

The Veloster Race Concept appears in tarmac rally specification; however, minor modifications would make the Concept eligible for Australia Production GT, Australia Rally Championship or Asia Pacific Rally competitions.

Built in house by local specialist race engineers to meet the CAMS Australian Tarmac Regulations for ‚ÄúModern‚ÄĚ category, the vehicle makes extensive use of lightweight components and high performance racing parts with the following specifications;

  • 1.6-litre turbo engine

  • Twin-scroll turbocharger

  • Stainless steel hi-flow exhaust system
  • Six-speed manual transmission
  • Multi-point roll cage (FIA and CAMS compliant)
  • Recaro Spa Hans, carbon seats
  • Multipoint 3‚ÄĚ seat belts
  • Alcon race brakes.
  • Front: 4-Pot, 355mm rotors.
  • Rear: 2-Pot, 300mm rotors
  • Alcon hydraulic handbrake
  • Stainless steel brake lines
  • Project Mu competition brake Pads
  • Kevlar high pressure fuel lines
  • Sparco race steering wheel
  • Sparco on board fire extinguisher system
  • DMS 4-Way adjustable suspension
  • Super Pro roll control suspension bushes
  • Team Dynamics 18 x 8 race wheels
  • Pirelli P Zero Trofeo tyres
  • Anti-glare dash board
  • Light weight carbon interior
  • Carbon mirrors
  • Custom rear wing
  • Custom front lip spoiler

2012-Hyundai Veloster Turbo Race Concept

‚ÄúThe Veloster Race Concept is an excellent example of Hyundai‚Äôs New Thinking. New Possibilities brand philosophy in action,‚ÄĚ said Hyundai Motor Company Australia Marketing Director Oliver Mann. ‚ÄúThe Concept demonstrates Hyundai local in-house engineering and technical know-how at its best, and is a very exciting addition to the brand lineup at the¬†Australian International Motor Show.‚ÄĚ

The Veloster Race Concept is under study for potential competition and Hyundai expects to make an announcement in 2013.

Hyundai’s rally history

Having recently launched i20 WRC at the Paris Motor Show, and poised to return to the FIA World Rally Championship (WRC), this exciting vehicle builds on the company’s rally history which began in 1988 competing in the F2 class of the WRC for two seasons. In 1999, the team announced it would step up to the top class in 2000, with a fully-developed WRC car based on the three-door Accent.

At the end of 2003 season, after four years of WRC competition, Hyundai withdrew from the championship, embarking on its long-term strategy to set up an in-house WRC team in Europe.


Nissan Skyline HR32 Turbo AWD Turbo Car Club TurboClub.com


Nissan Skyline HR32 GTS-4 AWD RB20DET  Intake Manifold Modification

Complete Nissan Skyline RB20DET INTAKE MANIFOLD Rebuild by Greg! 

Index Page¬† –¬† 4 More Pages
Nissan Skyline GTS4 AWD  RB20DET РSingle Turbo 2Ltr
Complete RB20 INTAKE MANIFOLD Rebuild!
RB20 Custom Intake Manifold

Nissan RB20 Custom Intake Manifold

This is how the intake looked after fitting the Nissan Skyline GT-R HR33 FMIC -( Front Mount Inter-Cooler)  to the front of the Skyline GTs-4.  Obviously the air inlet tract is traversing the front of the engine over to the original position of the side mounted inter-cooler piping, then progressing along the original cast pipe with the BYPASS Valve (NOT BLOW OFF VALVE РITS AN AUTO!!) to the original throttle body. The BYPASS Valve assy and tube was used to complete the factory look and function in final execution of the system.

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This solution is not the optimum because of HEAT SOAK and the distance for the air to travel, creating lag.

The solution as it occurred to me was the manifold entry point and throttle body should be at the front of the manifold for efficient flow from the incoming inter-cooler piping. With the basic design in my head I worked out very roughly with foam and tube where the best location would be. There were many things to take into consideration in this complicated modification. Most of all efficient and safe operation with a factory look and feel determined the final outcome, including the crinkle black finish. This was done by the coating company that suggested it instead of polishing the aluminium.
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Here you can see the original Intake Manifold has been cut in half to remove the original throttle body mounting and the Coolant Bleed Chamber. I mocked up the intended plenum and the front curved extension neck to mount the original throttle body back on to for ease of construction. I also wanted to reuse the original TB for continued integration into the standard Nissan ECU.
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So considering that the best idea would be to shorten the inlet to the end of the front of the original manifold, I set about making a mock up of the shape I considered that would be the best in terms of flow and capacity for a decent reservoir of pressurised air ready to be used on the next intake cycle.
Considering that the Nissan RB20DET is not exactly a low RPM torque monster, I had dividers made up for each intake duct to lengthen the runners a few inches as the larger capacity plenum allowed.
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Hopefully the dividers would create a bit more torque down under 3000RPM where the Nissan RB20DET 2.0ltr 6 Cylinder Engine is definitely lacking before getting into boost

Finished Job Xmas 2005 Notice Aluminium and Glass Bowl at rear of Manifold with pressure relief valve at top. This is the alternative engine coolant system that allows bleed off of any air in the coolant system that can reduce its effectiveness.

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