The last of the 156
Join Date: Jun 2011
Location: United Kingdom
Actually, I'll just cut and paste it:
"The 2.0 V6 Turbo engine has been used since 1988 in the Alfa 164. Upon introduction of the GTV this engine was also included in the delivery. With the aim of a fiscally interesting version to make the homeland Italy. In the Netherlands we really made in 1995 only acquainted with this engine. In 1998 he also appeared in the Spider and the 166, but unfortunately only for the Italian market. The 2.0 V6 Turbo in terms of remapping very interesting, because there is a huge torque and power increase is possible by increasing the boost pressure proper adjustment of the mixture and ignition. Without "hardware" moderate adjustments is about 340 Nm and 235 hp possible. Would we then further it becomes more difficult. In particular, the downpipe is cramped, even modified camshafts gives no serious increase in power anymore. Because we are a big fan of THE Alfa V6 engine came bubbling up to the idea of causing to increase. cubic capacity a serious power increase The aim was to establish which would be used for turbo. Suitable standard V6 engine parts engine together After some calculations, the following combination came out of the bus. 3.0 V6 with 1:10 compression ratio combined with a 2.5 V6 engine. From calculation shows that when the crankshaft of 3.0 (72.6 mm stroke) replaces that of 2.5 (68.3 mm) one gets a compression reduction 10.0 to 7.7. Previously, such a low compression ratio was not weird. We then look at 6-cylinder turbo cars from the years 1990 to 1997. terms of engine size 2.8 TB Alfa seems very similar to the Maserati engine. However, it has four valves per cylinder and the Alfa 2.8 V6 TB only two. What is also striking is that all V6 Turbo over-square engines. That is to say, that the hole is much greater than the stroke. This is in contrast to 4 cylinder turbo engines where the battle is usually larger than the bore. The turbocharger of the 2.0 V6 is not suitable to provide sufficient air. 2.8 a Therefore had to be chosen for another turbo. With the help of the Belgian specialist turbo Turbo Service Belgium choosing a Garrett GT2871R turbo fell. Turbos should never be chosen too large. Here it is quickly inclined to maximize the ability to produce. The larger the turbo, the larger the turbo lag. This turbo is equipped with ball bearings so the turbo gets going faster. Unfortunately (but logical), all connections from the turbo to be compared to the original turbo otherwise. Also the turbine and compressor housing were bigger so the turbo prop had to be. Drastically modified the exhaust manifolds and pipes could still be operated on front pipe after. This was to be 12 mm extended to compensate. The height of the support to make the power as reliable as possible, much attention is paid to the engine cooling .. Originally, both the Spider 3.0 V6 as the GTV TB known for fast warm up of the motor. 2.8 For an aluminum radiator was made with the same height and width as the original, but 40 mm instead of 25 mm. The standard intercooler for the 2.0 V6 TB was not used. We opted for a Forge front mount intercooler. Finally, a twice larger oil cooler was mounted. however intercooler pipes made sure there was no more room for the air conditioning hoses. In addition, the compressor was getting in the way for the applications of a good downpipe from the turbo and the air dryer was in the way of the air filter. In addition, the AC condenser would take away a lot of cooling air for the radiator. In short, the air conditioning had to disappear.
The exhaust specialist EPS Hoogezand took pity on the intercooler pipes and exhaust. We opted for a metal cat. This is the exhaust to give as little resistance as possible but to give in order to comply. The MOT requirements still enough cleaning action The rest of the exhaust was left by default. To nice to bring the power to the road we have chosen a 3.0 V6 24v gearbox. This gearbox is better suited for high torque. To bring the high torque is used a sintered clutch, but with a standard pressure group or actually pull a group of 164 QV. following table shows the astonishing result. In practice, the handling overwhelming. An unprecedented acceleration in all gears. Wheel spin up in 3rd gear. The boost pressure is at +1.0 bar in the middle area. At 5500-6000 RPM Slightly these collapses to +0.9 bar. In order to provide the engine with sufficient fuel has been chosen for larger injectors. By default, a Spider V6 injectors which 189 cc / min supply. Now we use 346 cc / min. Obviously the engine thoroughly adapted by us to operate the whole. well December 2007 Obviously a project is always room for improvement. While driving with the 2.8 TB was the need for more power and torque increases. This meant that the boost needed to be. Slightly increased But when using a bleed-valve does not only increase capacity but also a torque increase that. 440 Nm is already on the high side when we hear from the grapevine that the gearbox could be up to 450 Nm. To Unfortunately, that also proved in practice. After about 3500 miles of testing, the 6th gear fail. This was reflected in the breakdown of two teeth. This occasion we have directly used to improve by applying a differential Q2 traction. At the same time it was decided to swap for a standard clutch in combination with a stronger pressure group. Sintered clutch This made the dosage of the clutch come back to a normal level.
In short, the modifications at a glance:
- 3.0 24v gearbox must be exchanged for a 3.2 24v GTA gearbox forced;
- Application of a Q2 limited slip differential for more grip when coming out of corners;
- sinter clutch swapped for standard coupling combination reinforced clutch. As stated if the torque of 440 not actually rise further, actually prefer a little less, even up to 420 Nm. However, a decrease in torque by reducing the boost pressure would also be a decrease in the ability mean what we wish is higher. The need for a boost controller began to emerge. After some thought had to be possible to send it by the injection itself, the EGR valve is in fact the same kind of boost pressure control valve as a control valve. In software, we can discover how the EGR valve was precisely controlled. This appears to be regulated. Motor temperature, speed and load dependent Eventually we managed to reduce the overboost control at lower rpm and increase. Higher speed In addition, the system only works between 80 and 95 degrees engine temperature. The result is a slightly lower torque and higher power. Unfortunately a Q2 differential disadvantages. Except that steering responses are just bigger, because the wheels are actually searching for grip (previously they just slipped through, and you could send rush release), the powertrain is now loaded much more. Because with the release of a shorter curve does not pass through the inner wheel lip has been transmitted to the drive wheels. Motor torque The drive shafts are thus taxed more heavily. In addition, because it usually involves a short turn from full in 2nd or 3rd gear, the torque to the wheels pretty big. So high that the CV joints but can tolerate. Laboriously This is what we have experienced at first hand ... Finally, the standard brakes replaced by copies of the 3.2/GTA versions. From single-piston calipers 278mm discs 4 piston calipers at 305 mm discs. The discs are replaced by Tarox grooved specimens in combination with Ferodo brake pads. Unfortunately it quickly became apparent that these brakes are not totally satisfied. After the 1,000 km drive vibrations were noted. The discs were already proved to be bent. They are neatly twisted by the supplier, but we did not put back in order to prevent recurrence. Without doubt it is the right step to put put the upgrade of the GTA. 330 mm Brembo discs with larger claws and standard shoes. This meeting very much better." - Squadratuning Website
Alfa 156 M-Jet 16v Sport
Rhoddy Harvey Bailey revalved Bilsten B8 damping kit
Eibach Pro Kit
15mm wheel spacers
Wiechers strut brace