Hybrid turbos

One great way to easily uprate and improve a turbocharged engine is with the aid of a hybrid turbo. Sometimes it is quite hard to fit a larger turbo to an engine, the most notable reason being the lack of space available. Add to this the complexity of fitting a larger unit into the exhaust manifold and relocating the oil feed and air intake piping. So you can see that there is a lot to recommend getting different turbo internals in a standard turbo housing as this becomes a bolt in upgrade.

Turbos are simple double ended propellers or impellers. The size, angle and shape of these will greatly affect the performance characteristics of the engine. By adjusting the profile of the exhaust impeller you can encourage early spooling or focus instead on producing a wider power band.
Turbo housings can often be flowed, that is smoothed out and opened up a little allowing a greater throughput of air and this also allows the use of larger internals.  Common applications include taking a large turbos internals and fitting these to a smaller unit. The smaller turbo is still externally the same as the OEM turbo and can therefore be bolted straight in place.

Another option is that completely custom made internals are fitted to your turbo. Due to the high rotational speeds it is essential that the internal components of a turbo be balanced pushing the job of hybridising outside of the scope of most DIYers.
Look at the engines existing power band and decide where you want the power to come in and how much more power you want. A hybrid turbo specialist can then work out which profiles to use in your turbo.
The trouble is that you can’t usually have it all. Whilst there is a certain degree of improvement available over the standard OEM turbo you need to select where you want the power to be.
A larger power figure will often mean later spooling and more lag and lowering the spool up time will usually be at the expense of top end power.
Variable geometry turbos are great for this reason as they are adjusted depending on engine speed and load. Sadly it adds another layer of complexity to the manufacturers of hybrid turbos.
So work out carefully what your needs are and have a chat with your local Turbo specialist to decide on an appropriate solution.

Car tuning - turbo engine

When deciding on a power train which should you go for? I will admit to being a little biased towards turbos. Here is my take on Turbo Engines.
The sheer exhileration and excitement you get as the turbo kicks in is something that sticks with you for a long time.


I will concede that due to lag the turbo does not produce much power low down. Even the mighty Mitusbishi EVO suffers from terrible lag low down in the power range. Instead of this getting you down view it as a car with a split personality. In heavy traffic it is civil and economical but if you are overtaking or enjoying a thrash there is a monster waiting to be unleashed.
 Nearly all turbo engines are built to withstand more pressure in the combustion process. Most cars with turbos (yes even diesels) can be remapped to release loads more power. A remap is a simple reprogram of the cars computer which controls the wastegate, fuelling and thereby the amount of fuel/air that can be burnt. A remap will cost a few hundred pounds but will typically give another 30% of reliable power to your car.

After this modification there are loads more, if you strip down the engine and get it gas flowed and ported, strengthen the rods,pistons and crank and get it balanced you can look at doubling the power output of the engine. (Some cars can cope with 100% more power without an extensive rebuild although reliability may suffer.
A turbo upgrade will also yield substantial power gains, so look out for an OEM (standard case with uprated internals) or after market (bigger housing requiring minor modifications to the cars exhaust, wastegate and air intake housing diameters.) A ball bearing turbo will spool up quicker. Smaller turbos reduce the problem with lag. A twin turbo setup with a boost controller will control the sheer power and manage the delivery to a more progressive level again minimising lag. Large turbo conversions will make bigger power figures but tend to suffer more from lag at the lower end of the rev range.

Caught Testing: 2013 Dodge Hornet hatchback - Spy Shots

Chrysler is in desperate need of some competitive small cars and Fiat looks ready to help the American automaker fill that gaping hole in its lineup. Based on Fiat’s new C-Evo chassis, this new Dodge midsize sedan/hatchback will be similar in size and shape to the current Alfa Romeo Giulietta—a 5-door hatch that competes with the VW Golf and Ford Focus.

Our spy photographers captured this test mule from nearly every angle. At the front is a pair of high-tech-looking headlamps, visible beneath the front mesh. This car also appears to have a chunkier grille opening than the Alfa—though Dodge officials have previously said the days of the brand’s crosshair grille are numbered. Cast your eyes back and you’ll notice some strange lines running along the center of the car, as well as the rear doors.

This extra sheet metal should make the Dodge noticeably wider and longer than the Giulietta. The rear of this prototype looks well proportioned, with the exception of those peashooter exhausts which look totally out of place in the rear bumper. Kudos for the cool “telephone dial” alloy wheels; long an Alfa trademark, could they add some Italian flair to the Dodge?
Dodge Hornet and Chrysler 100C
Expect Dodge to drop the Caliber name when this car arrives sometime in the middle of 2012. The awkward-looking economy-car/crossover never caught on, so it makes sense to make a fresh start with its replacement. Chrysler is also expected to receive a version of the Fiat/Dodge to slot beneath the 200 sedan. As for names, the Dodge Hornet (used on the brand’s funky little 2006 concept car) and Chrysler 100 seem pretty safe bets.

First Official Photos: 2012 Porsche 911 - First Look

Recent spy shots showed an all-new Porsche 911 in the snow, winter testing. Next came images of the car at the Nürburgring, circuit testing. And now, Porsche has released images of a slightly disguised 2012 Porsche 911 as it was testing in South Africa.
Porsche. Porsche. Porsche. The automotive world seems to be ablaze with all things 991, the internal designation for this new 911. But I guess that’s expected when news about something as iconic as the next-generation 911 breaks. So why would you, the dedicated Roadandtrack.com visitor, give two shakes about a South African appearance? Well, even though Porsche has not released any official details about the car, we have a good idea of what the next 911 will be when it makes its debut at the 2011 Frankfurt Auto Show in September.

To recap what you may have missed, the 991 retains the strong design cues of the 911. For styling critics who scream “evolve,” here’s our counter: If ain’t broke, don’t try to fix it. The sideview mirrors have been relocated (moved from the corner of the windows to the doors)—a seemingly new Porsche trend also evident on Cayman and Boxster prototypes. As for the headlights and taillights, like those 3-year-old twins with a kicking problem sitting behind you on a domestic flight, try to ignore them—they are merely translucent stickers with printed designs furtively placed as a facade. So are the vents on the rear quarter panels.
Here is where things get a bit more prophetic. The new 911 has grown, definitively. From what we’ve heard, the 991 is 2.2 in. longer than the outgoing 997, but gains favorable dimensions by means of a longer wheelbase (4 in.), shorter overhangs (1.3 in. front, 0.5 in. rear) and a lower roofline (0.5 in.). The base of the A-pillars has moved forward by 1.4 in. for a sharper windshield rake, but the coefficient of drag remains the same, at 0.29. While bigger usually means heavier, the new 911, thanks to increased use of high-strength steel, is said to be lighter than the previous model. Early figures have the 991 weighing 55 lb less than the 997.

The base engine for the new 2012 Porsche 911 is purportedly a direct-injected 3.4-liter flat-6 with 350 bhp, similar to the one found in the Boxster S. A trim level up, the Carrera S is said to come equipped with a direct-injected 3.8-liter flat-6 pumping out 400 bhp. Improvements to fuel efficiency are certain for either engine. Juicier still are rumors about a new transmission for the 991: a 7-speed manual. That’s right, seven glorious gears to physically shift through. Bless Porsche and their clutch-loving hearts. Look for the 7-speed dual-clutch PDK to return.

If that isn’t brain-whetting enough, several sources have stated that the next-gen 911 will utilize the KERS hybrid system. Derived from Porsche’s 24-hour endurance race efforts, the Kinetic Energy Recover System stores energy from braking and converts it to additional on-demand power via a flywheel. Think of the efficiency gains found on a Prius, but used instead for fun (i.e. extra performance). If you’re concerned any additional horsepower gain will be washed away by the net increase in weight, don’t fret. With the use of aluminum and high-strength steel, the forthcoming hybrid model is reported to be lighter as well. If you’re planning to purchase the 911 hybrid, prepare to wait: a KERS-equipped 911 won’t make it to showrooms until perhaps 2015.

2012 VW Beetle feature Gallery

If you think the 2012 VW Beetle looks like the old Beetle, well, you’d be right: from Super Beetles to New Beetles and Ragster concepts, this newest version of the automotive icon is inspired by a 73-year history. But make no mistake: 2012 ushers in a Beetle full of today’s key automotive features and technology, from three engine choices to Keyless Entry, an available panoramic sunroof, Fender Premium Audio and more. So yes – the aggressive style, the retro lines and planted look will get your attention.  But it’s the car that will make you want to drive. And drive.
Sporty. Dynamic. Bold. Since its debut at the 2011 New York International Auto Show, those have been just a few of the words used to describe the newly redesigned 2012 VW Beetle. Arriving here, however, at this new interpretation of a classic icon, is a story about drawing inspiration from the original Beetle and translating its unique style in a modern way. To do that, Volkswagen Brand Design Chief, Klaus Bischoff and team eschewed the design geometry defined by three semi-circles (front wing, rear wing, domed roof above it), gave the car a lower profile, a longer hood and a steeper front windshield. They also stretched the Beetle 3.3 inches wider and 6 inches longer, creating a more sporting, powerful appearance.

Another key to the design of the new 2012 VW Beetle is the rear spoiler, integrated into the design of the car with a black top and a body color under side. What that spoiler also hints at is the Beetle’s performance: the 2.0L TSI® turbocharged gasoline engine, pictured here, will be offered with a DSG 6-speed dual-clutch transmission. At 200 hp and 207 lb.-ft of torque, the turbo will be the sportiest Beetle offered  – though you’d be hard pressed to say no to the 2012 VW Beetle 2.0L TDI Clean Diesel, thanks to 140 hp and 236 lb.-ft of torque. The TDI Clean Diesel Beetle offers manufacturer estimates of 40 mpg highway, 29 mpg city, and 33 mpg combined. Also available is the 2.5L five cylinder engine, mated to a 5-speed manual transmission or optional 6-speed automatic. The five cylinder engine produces 170 hp and 177 lb.-ft of torque.
A quick glance at the styling of the back of the 2012 VW Beetle reveals its connection to Beetle heritage. This is, however, unmistakably a Beetle for today with dual exhaust, 19-inch wheels and available features such as a panoramic roof, keyless entry and personalization options such as colors, wraps and an annual theme model.

Inside, Beetle heritage cues continue with available painted or carbon-look dashboards, an additional glove box integrated into the dash and optional gauges (oil temperature, clock with stopwatch function and boost pressure gauge) located above the entertainment system. There’s also a split-folding rear seat.

Driving this newest Beetle is a decidedly modern experience, and one designed for drivers, from its engine choices and available 19-inch wheels to details such as an instrument panel arranged directly in front of the driver (tachometer, speedometer, fuel gauge) that provides all key information at a glance. The steering wheel is specially designed with optional painted accents in the spokes depending on the equipment line. Framed by two air vents, the selected audio/navigation system is optimally located in the driver’s visual field on the dashboard. Within easy reach, climate controls are situated just below.

Key premium features available on the 2012 VW Beetle include the Fender Premium Audio System, which adds an additional subwoofer and 400 watts of output power along with proprietary Panasonic® speaker technology that covers the cabin with directional sound from front door speakers and front dual voice coil speakers. Those choosing this sound system also receive adjustable interior ambiance lighting.

Raising Money to help the funny: VW donates a 21st Century Beetle for the American Comedy Fund

As the old saying goes, “Laugh, and the world laughs with you; cry, and you cry alone,” but with a little help from Volkswagen and the 2012 Beetle, The American Comedy Fund would like to change that.

The American Comedy Fund was established by MTV Networks and Comedy Central as the first-ever charitable fund dedicated exclusively to providing social services and emergency assistance to comedic performers in times of need.

Volkswagen is donating a 2012 Beetle to The American Comedy Fund. The all-new Beetle, which boasts a sleek new look, increased horsepower, new engine offerings and a higher fun-to-driving ratio, will be auctioned off on eBay Motors with all proceeds benefitting The American Comedy Fund.

Comedy Central is honoring comedy’s brightest stars in the Comedy Awards. The event airs Sunday April 10, 2011 on Comedy Central with simulcasts on Spike TV, CMT, LOGO, Nick at Nite, TV Land and VH1. Tune in to the Comedy Awards for special announcements about The American Comedy Fund and the auction for the 2012 Volkswagen Beetle.

2011 Mercedes-Benz CL63 AMG, an AutoWeek Drivers Log Car Review

EXECUTIVE EDITOR ROGER HART: This 2011 Mercedes-Benz CL63 AMG is a wolf in sheep's clothing. From the outside, it looks like your standard, everyday luxury ride. Nice wheels, big tires, sleek appearance. Under the hood lies the wolf, ready to pounce and eat anything it wants along the highway. Having this much horsepower underfoot is truly addicting, and I only need a short period of time to fully drink the Kool-Aid. The seven-speed gearbox makes sure you are always in the sweet spot. And it has all the goodies you could desire, with terrific seats, distronic cruise and a rockin' sound system, along with the electronic stuff like lane-departure control and night vision.
If there's a negative with this car, it would be the weight. Having just driven the C63, which is 1,000 pounds lighter, the CL63 feels a bit sluggish. And that is despite the fact that the C63 has 100 hp less than the CL63. Lighter is better.
As a side note, it would be wonderful if Mercedes could figure out exactly what "63" means in its nomenclature. Here, the 63 stands for a 5.5-liter biturbo. In the C63, it stands for a 6.2-liter naturally aspirated V8. So, go figure.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Wolf indeed. This car glides along quietly and unnoticed, until you grab a paddle, downshift and put your foot into the throttle. Then the exhaust roars to life, the engine pours it on and the car positively launches into space, regardless of whether you're driving 7 mph or 70 mph. It is highly advisable to be holding the wheel and paying close attention because things start happening fast. Really fast.
I haven't mastered all of the car's various systems, but punching up sport for the powertrain and sport for the active body control provides a noticeable upgrade in the car's responses and reactions. The ride stiffens, and even the notoriously dull Mercedes steering seems to perk up and provide much better road feel. It's all good.
At the other extreme, the car can be surprisingly docile, motoring along quietly in comfort mode where its fuel-saving, hybridlike engine stop-start function kicks in at full stops. I'm not sure someone spending this kind of money on a performance coupe is that worried about fuel economy. But if it makes everyone, including Mercedes, feel better and allows it to keep producing these AMG extreme machines, I'm all for it. Green can be good. In this case, green can be great.

ART DIRECTOR CHERYL L. BLAHNIK: I jumped out of a Kia into this 2011 Mercedes-Benz CL63 AMG, and what a difference! This car looks incredible with its long, sleek look, sporty and large, five-star wheels and four exhaust tips out back.
The interior offers living-room comfort with quality materials and perfect fit and finish throughout. The Command system was intuitive enough to control all of the entertainment and navigation functions.
As with anything with an AMG badge, this CL63 is fast. I love the power off the line, and the active bolsters in corners surprised me at first, but they do a great job keeping you in place. Another surprise was the active lane-keeping assist with the slight vibration through the steering wheel.
After my one night, it's hard not to want to drive this car. It's comfortable, packs good performance chops, looks good and is a blast to drive.

EDITORIAL INTERN BRAD CONSTANT: Bob is right about having to pay attention when you decide to step on the gas. I spent an afternoon in the CL63 AMG and the first thing that caught my attention was how easily the car approached triple digits on the speedometer. I put the hammer down getting onto the expressway expecting a pleasant push back into the seat. But instead I was brutally introduced to car's 536 hp. Before I knew it, I was flying by cars while joyfully laughing like a little kid who got his dream gift on Christmas morning.
After that surprise, I quickly backed off to a reasonable cruising speed and enjoyed the comfortable ride, awesome interior and, as Roger put it, rockin' sound system. But I still longed to hear the magnificent sound from the CL63's exhaust.
On the inside, the CL63 AMG doesn't disappoint. The seats are comfortable, the materials are high-quality and the goodies are entertaining. This is what I expected in a car that cost $157,985.
But the CL63 AMG does not seem practical to me. It has a bunch of power that can't legally be used and a price tag that rivals the cost of many suburban homes in the Detroit area.
With that said, I don't think that anyone buying this car would care about the practicality of the CL63 AMG. In most cases, a person buys this car because it's capable, looks good and is a blast to drive.
If you're in love with Mercedes, can afford the price and are looking to buy a great piece of machinery, then this is the car for you.

EDITOR WES RAYNAL: I pulled into the lot this morning in this 2011 Mercedes-Benz CL63 AMG and someone says to me, "That's all you." And you know what? They couldn't be more right. This car is all me.
This is like having your own private jet--one you fly yourself. A seamlessly fast enjoyable hot rod is what this is--exactly what a performance coupe should be, with the V8 growl to match. AMG's version of active body control offers agility and supreme luxury-car comfort. I do still think the steering is a bit lifeless, though.
It would be hard to find another car this fast and this refined.

NEWS EDITOR GREG MIGLIORE: After driving this Mercedes rocket, I fully buy into the myth and magic behind the letters AMG. Everything about this car says and feels luxurious. It's also one of the most powerful, all-conquering automobiles I've ever driven. As others note above, it's almost easy to be lulled by the plush finishings, gorgeous wood-colored accents and generally opulent cabin. But this 5.5-liter V8 is omnipresent, packing a smooth, effortless punch during acceleration and hard launches. Because the driver is so comfortable, the entire experience is addicting.
The steering is direct and responsive, offering true feel and feedback for nearly all maneuvers. The brakes offer a strong bite early in the pedal travel, and the chassis is tight though still plenty accommodating in most instances. I encountered just one time when the sporty nature washed out comfort, and that was when hitting a rut in the road and there was little give to the front suspension. It's a foible I could more than live with for the bearing and composure this chassis exudes in all other situations.
The looks are swoopy and sleek. I love the quads in back and the aggressive fascia up front. Open the roof wide, push down all the windows and the driver gets a truly energetic feel with the wind whipping through hair and skin and the radio cranked.
I did find the controls to be slightly confusing, simply because there is so much going on. I was able to switch off eco mode, which seems pointless for a car like this, and punch up the sport setting easily. The start/stop feature did work smartly at a light, too, for whatever that's worth.
But all that really matters here is the engine. Again, it's a rocket. Power comes on low in the band, and it's easily and adeptly distributed as the driver lays on the throttle. It's almost surreal how fast one can make this car go with less than 3,000 rpm. Of course, you must dial up more to fully experience this road-going jet. This is truly the millionaire's commuter car.

ASSOCIATE EDITOR JONATHAN WONG: The exhaust note on this CL63 AMG sounds absolutely mad. So is the thrust from this twin-turbocharged V8 engine and that's with the base 536 hp and 590 lb-ft of torque figures. If you really had a lot of disposable income, you could drop another $7,300 for the optional AMG performance package to bump those figures to 563 hp and 664 lb-ft of torque. Oh, and the electronically limited top speed would move up to 186 mph from 155 mph.
For a car weighing this much, it offers good stick in turns. The AMG-specific suspension on this big boy does a respectable job here. Roll is still evident, but that's to be expected in a 4,800-pound vehicle. The upshot here is that the CL63 still rides luxury-liner smooth over broken roads and would be a great for long hauls while riding on the wide 20-inch tires. Steering feels light but offers decent responsive to inputs (for a Mercedes). The two-piece, high-performance brakes delivered all the stopping power I wanted with a solid brake pedal feel, too.
From the outside, the car looks imposing with the quad-exhaust outlets and big AMG wheels. The interior is a luxury cockpit with soft leathers, beautiful wood trims and a Command interface that I've become good at navigating through. Let's not forget about the massaging front seats with active bolsters to keep you from flying all over the place.
What's not to like? The start/stop is always default at startup, which I found annoying, but I'm sure it's required for fuel-economy-rating purposes. I do wonder how much gasoline it really does save. Then there was the active lane-keeping assist which would vibrate the steering wheel slightly before fully taking over and magically guiding you back the lane if you didn't get the message and correct your trajectory yourself--a little scary, if you ask me. There's also a slight hesitation at throttle tip that I didn't like. I'm guessing it comes down to the transmission engagement, but once you get going, the gearbox whips off quick and smooth shifts.
In all, this is a one heck of a GT car. Pricey for sure, but if you compare it with something like a Bentley Continental GT, the as-tested price of this CL63 AMG is nearly $35,000 less than the Bentley's base price. Yeah, the CL65 AMG would be a more direct competitor based on the number of cylinders and price, but I sure wouldn't have a problem settling for the force-induced V8 with 536 hp in the CL63. But that's just me.

SENIOR MOTORSPORTS EDITOR MAC MORRISON: Automotive overkill personified. And if I don't perhaps love it, I sure as hell like the 2011 Mercedes-Benz CL63 AMG. A lot.
The new wave of Mercedes-Benz products has caused me to raise an eyebrow more than once, and in a good way. Certainly AMG's new C63 is more my style, but the CL makes a strong sales pitch in a "yes I'm ridiculous, and I don't give a damn," middle-finger-waving fashion.
There's just so much here--so much power, torque and, obviously, ungodly weight at the curb. Throw in style, flash, panache, cachet and a beautiful interior.
The engine deactivation feature? Pretty funny. I'd like to have enough time to attempt to log just how much fuel you actually save if you run a tank with this function on compared with it switched off. The restarts are not what I would call smooth, and it's the one aspect of this car that perhaps doesn't meet M-B/AMG refinement expectations.
I have mixed feelings about the "lane-keeping assist." The little vibrations you feel through the wheel to alert you that you are wandering onto a solid line on the road are one thing, the self-correcting steering another. The purist in me finds it an affront to driving responsibility to have a car do anything remotely resembling "driving itself," but I'm sure this system is going to save a few people from repair bills, or worse. It's certainly a novel feature, however, and I wonder what the drivers behind me thought as I drove down the freeway letting the car wander purposely a few times just to see how the technology reacted.
There again, there's just no shortage of "stuff" available to ogle, marvel at and experiment with on this nasty terror of the modern road. No doubt Mercedes figures that it will gain far more sales than it loses. After all, if you ask "why?" here, the answer can be nothing other than, "because we did."

2011 Mercedes-Benz CL63 AMG
Base Price: $152,125
As-Tested Price: $157,985
Drivetrain: 5.5-liter twin-turbocharged V8; RWD, seven-speed dual-clutch sequential manual
Output: 536 hp @ 5,500 rpm, 590 lb-ft @ 2,000-4,500 rpm
Curb Weight: 4,806 lb
Fuel Economy (EPA/AW): 17/15.1 mpg
Options: 266 driver-assistance package including distronic plus adaptive cruise control, active blind-spot assist, active lane -keeping assist ($2,950); P02 premium package including rearview camera, night-view assist plus with pedestrian detection ($2,200) 867 Splitview ($710)