The original number of turbines directory VAG: 034 135 703 D (old) and 034 145 702 B (new) (KKK p / n 5324 970 7200 (7200 denotes RS2) Come across cases of installing a hybrid K24/K26. To see this, it suffices to check: 1) a driving part (the body of the turbine): it has a number 5326 101 7388 and the diameter of the outlet 55 mm 2) of the compressor turbine It comes in two forms - actually RS2, with the number 5326 101 5202, and 5326 101 5160 nozzle diameter of 48 mm. EXCHAUST MANIFOLD RS2 exhaust manifold is different from standard 20V that has a shorter line for the 1st and 5th of the cylinders. The original number VAG: 034 253 031 A BYPASS valve bypass the turbine is located between the inlet and the feed line. VAG: 034 145 710 C BOSCH: 0280142108 PORSCHE: 993 110 337 50 (the cheapest :-)) Turbocharging (Powered by Porsche) history dates back to the ADU engine turbo motors S2 Coupe (3B), S4/S6 (AAN) , S2 Avant (ABY), having a much more modest performance than engine RS2, though structurally they are very similar. What structural differences Motor RS2 (ADU) from S2 (ABY) to give the increase 315ls (410Nm)? 1. Turbine I will not go into mathematical details of calculating the parameters of turbines, the more that KCC does not publish his calculations. Those interested can go and look at analogues http://www.turbonetics.com/. I will only note that the turbine is installed on RS2 KKK K-24 (large) has the highest PR = 2.8, more typical of K-26 than the KKK. K-24 (small) from S2 (ABY) has a PR = 2.4, where PR (pressure coefficient) = (atm pressure + pressure inflating) / Air pressure on the charts for details KKK K-26 and the KKK K-24. Who this is not enough power - can get a boost at the expense of replacing turbines (K26 50/55 1.6-2.0 350) or (K26 52/55 1.6-2.3 400) or (K26 54/55 1.6-2.5 450), and special judges may set (K27 60/68 2.0-650) - though in this case will have to replace the exhaust manifold and full exhaust system. Exhaust Manifold> Essentially the problem of the exhaust manifold is the standard collector S2 (ABY) is an unequal length of line for 1 and 5 cylinders. RS2 was developed for an improved version of the exhaust manifold, with shorter routes. Accordingly, during the exhaust gases are more evenly, providing less resistance at a lower temperature reservoir. Originally intake manifold intake manifold problem is that it should ensure uniformity of the filling cylinder air mixture. On this basis it was assumed that any noise and roughness in the reservoir will increase the friction and reduce efficiency. Compared with S2 (ABY) any additional measures to improve the efficiency of the specific allocation had been taken. Limited to those that drove the inscription "Powered by Porsche" :-)). By the way, the collector at S4/S6 (AAN) in this regard is arranged better, since it has almost the same length from the inlet lines to the cylinders. And S2/RS2, due to the fact that the first cylinder is located farthest, while the fifth - the closest to the inlet, the problem is fifth cylinder hot enough. Because of the uneven distribution of fuel-air mixture fifth cylinder has a maximum power density. As a consequence of deterioration in the fifth cylinder is always higher than the first. The increase of the transmitted intercooler air led to an increase in capacity radiator RS2 (ADU) compared with S2 (ABY). Camshafts and a drastic increase in the density of the air-fuel mixture supplied to the cylinders, led to what had to modify the intake camshaft so that the efficiency of filling the cylinder and power density were greater than at S2 (ABY), and the exhaust cam was modified to provide better ventilation of the combustion chamber. But it has increased fuel consumption, and in addition, the stability of the engine at low revs dropped - that was offset by additional bypass program control unit. Mass air flow sensor in connection with the installation of turbines greater productivity old air-mass has been unable to determine the volume of air consumed by the motor at high speeds. Therefore, a sensor installed on the Porsche 993 3.0 Turbo. His number BOSCH: 0280213017, or Porsche: 951 606 125 02 fuel injection nozzles nozzles to be installed in S2 (ABY), were not able to provide the required injection quantity of fuel in the engine at high speeds, especially at the time of peak power . Required to install a different model electric. jets - with more capacity. Number of nozzles BOSCH: 0280150951 gasoline pump gasoline pump moved with Porsche 993 3.0 Turbo - although this is the usual 6-electric submersible gasoline pump tiatmosferny, which established earlier A100/AAR KE-Jet :-) Control unit The control unit is different from the S2 (ABY) to that the pressure sensor, soldered to the printed circuit board is designed for pressures up to 300, but not to 250KPa. In addition, all table settings ignition, fuel, puffing, and others have been adjusted to reflect the fact that the boost pressure was raised by more than 25% compared to S2 (ABY). * Fuel injection nozzles and cams in the future have been recommended for installation on the S2-S6 20V remaining components and assemblies RS2 inherited from their "younger brothers". s-cars.ru
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