This sensation impresses even skilled and to all habitual racers. You release coupling and already on the first passed meters you feel: the livestock “horses” has essentially increased. In opinion of - a spark, in a shower - trembling and light excitement. Physicians name it euphoria. Let so. About euphoria sometimes comes to an end too quickly. The herd increased by considerable financial expenses withers on eyes, the horsy decay and stumble, and even perish “by the gross” in clubs of a white smoke. It is insulting.

Not applying for laurels Herzen, we shall leave questions like « What to do? » And « who is guilty? » classics literatures. The main question of this article is easier, is more banal and more practical: « How to avoid? ».

Nevertheless …
Immemorial questions in this case are especially senseless, that answers to them are rather simple and unfavourable. What to do with “ill” motor, diagnostics will help to solve, and here who is guilty … In case of if the car did not come into the hands to garage “lefthanders”, modern motors by means of a soldering iron (in the Internet-conferences of full recipes in spirit « here to tear off, there to short-circuit »), and there has passed completion in the serious firm, not one year working on the market, guilty frequently there is a owner.

The matter is that any serial motor - without dependence from its characteristics and « a target audience » - is weaved from compromises. As well as any product sold in the market, it is created not by one only fans of horsepowers and Newton-meters. On the contrary, under a cowl of any car - from Punto up to Impreza WRX - there lives result of a consensus of kind hundred experts: from engineers up to experts in marketing, from ecologists up to pilots-verifiers. And where the car was on sale - though in Stuttgart though in Adler (with corresponding quality of fuel) - on it the guarantee is given, that is the manufacturer incurs the certain obligations. That, actually, also means presence of the certain constructive stock. Also it is possible to squeeze out additional horsepowers of this stock, not resorting to deep constructive alterations of the engine.

So, misters, want power, the moment, drive - be ready something to endow. Moreover - to realize that refusing compromises (and a constructive stock), you shift the responsibility for health and longevity of the motor on yourselves. And the manufacturer can exhale. And to give up to you, say, in guarantee repair.

In searches of feedback
The main error concerning job of an internal combustion engine (ABS) in our heads is pawned by school teachers of physics. It they take for a ride to children, telling that the air mix in the cylinder “blows up”. Pass years, children grow, buy to itself thus most ABS, most desperate of them get involved in « race of arms » with the purpose to lift the characteristic of the motor on unprecedented the manufacturer height. But not everyone have time to learn, that in cylinders of anything to blow up should not. And should burn. But - with peak efficiency for what vital oxygen, and it is equal it is so much, how much it is necessary.

About oxygen and the troubles connected with this we shall talk hardly below, for now - the small note. Modern power supply systems are capable to satisfy any needs of the motor. That is, figuratively speaking to jostle in cylinders on third much easier is more some fuel, than to provide submission of equivalent amount of an oxidizer (air, that is oxygen in him). For this reason pay such attention to this colorless gas so necessary for improvement of characteristics of the motor. And here on a stage there are different grades superchargers, filters of zero resistance, cam-shafts with the changed phases and rise, “windows” in a cover of a cowl … All so that the motor did not suffer oxygen starvation.

The person, by the way, very easily poisons with oxygen. It is enough to exceed norm of all on 0.5 % to cause spasmes which loss of consciousness quickly enough follows. Motors - as people. Only instead of spasmes from oxygen (that is jobs on a poor mix) at them other illness begins: rise in temperature in the cylinder, and in especially « clinical cases » - a detonation. The detonation is a process of explosive character at which fuel any more does not burn, and behaves how learn at school lessons of physics. That is - blows up. And how learn already on OBZ, - with a shock wave and other troubles which consequences go a heavy burden on a detail of the engine. Besides shock loadings the motor should deal also with absolutely supernumerary temperature mode, pistons, valves and a head of the block - the details forming the chamber of combustion why start to suffer. Besides, oil loses viscosity and ceases to carry out the sacred duty - here and up to “wedge” nearby. In a word, to predict the further succession of events it is practically impossible. And here to find out the reasons oxygen - quite. In this also we shall occupy.

Influence of a different sort of aerodynamic focuses (like same “windows” and air inlets on a cowl) on job of the engine not that that is insignificant, but it is hardly probable dangerous (if, certainly, the engine serviceable). There is such phenomenon, as dynamic pressurization, that is creation of the raised pressure in an inlet collector by a direction and acceleration a stream of air. But, for example, the mechanics working in the championship Formula-1600, till now argue, whether renders it though any influence on job of the motor on speeds below 200 km/h.

Injectors the engine is obliged to know any, how much air acts to it from an atmosphere. For “weighing” the gauge of the charge of air, installed for the air filter responds. The gauge, certainly, weighs nothing - he, as a matter of fact, measures speed on it of an air stream. And this stream is not uniform, and accuracy of indications of the gauge provides that circumstance, that the controller “knows”, how on the gauge speed of air corresponds with weight of a gas filtering on an intake. The supernumerary filter (let even the manufacturer promises you an enormous gain of power) can cardinally change « an aerodynamic picture » inside of an entering branch pipe. As a result the gauge starts “to say lies”, that can lead to critical changes in job of the engine. More in detail we still shall tell about it{this}, for now simply remember, that before installation of the “zero” filter not bad to learn, whether he is combined with your motor.

The greatest danger (and consequently, and interest for tuning) is represented by systems of pressurization: rotor superchargers, spiral and centrifugal compressors and, at last, the most popular - turbo compressors, called in people simply “turbines”.

Turbo-supercharging - ideologically simple scheme of increase of pressure (that is, as a matter of fact, quantities) air in an inlet path of the engine due to kinetic energy of exhaust gases. In addition he allows to find a lot of additional horses, not getting in an electronic brain of the motor.

Any turbos represents two installed on one shaft, one of which is untwisted with exhaust gases, and the second will transform energy of rotation of the general shaft to the increased pressure upon an intake. Naturally, the above turns of the motor (and more intensively an exhaust), the above speed of rotation of the turbine, pressure of pressurization and the more air acts in the motor. Management of a turbo-supercharging carries out a waiste-gate - the valve starting a “superfluous” exhaust around of the turbine. In the most primitive variant he is guided on pressure in an inlet collector and is connected to it a hose.

In the most complex (and the only thing if we speak about modern motors) - pressure operating a gate is adjusted by the electromagnetic valve, operating which solenoid submits to the controller of the engine “feeling” pressure on an intake by the special gauge.
To achieve greater feedback from turbo engine, it is necessary “to get” into its control systems, and first of all - in a control system of pressurization. One of the most popular ways - installation boost-controller, that is the valve (mechanical, and more often electronic), limiting operating pressure upon an input a gate. It enables turns of the turbine to conquer new heights, and to the owner - to feel exciting taste of adrenaline.

Diversive “tuning”
Installation even the most primitive - not a unique way “to deceive” a turbo-supercharging. The idle time and, by the way, not deprived known elegance, have thought up rally guys. Racers of one of foreign monoclasses after passage prestarting comissions it is simple … stuck in a hose a gate a needle from a disposable syringe. The hose begins, pressure in him goes down, and here it - increase of pressure. Has a little increased - one more can be thrust! And what to do after race? Correctly - to pull out needles. And to throw out far away - from judicial eyes down with. However, in the majority of the championships the rules does not allow sportsmen “to fall” up to such decisions: to stop after finish before arrival on the final commission it is categorically forbidden.

By the way, do not try to do similar focus with the car - the navigator of a racing car is capable to supervise tens parameters and will easily determine. For “civil” similar number can end is sad.

From the point of view of an electronic brain of the engine, any intervention in a control system of pressurization, let even with a noble purpose to neighbours on a stream, is banal malfunction. React the controller can differently: depending on the program incorporated in it he can, for example, submission of fuel at excess of pressure in an inlet collector.

Naturally, in hotheads (and another tuning and to what) has ripened an idea this to clean. And that that it turns out: you “blow” here, you understand, very much, and he … To clean! Also remove - it appears, it is absolutely simple. If, certainly, you are able to use a soldering iron not only in interests of the creditor. The result happens more than pitiable: the poor mix and further under the text (see above) is too much air.

With “intellectual” controllers it is more complex - they are capable to find tuning even before achievement as a result of the last critical parameters of job of the engine. These on a curve mare you will not go round. It is necessary to call to the aid motor neurosurgeons.

Neurosurgery
Games with pressure - not so unique way to accelerate a liked vehicle. There are methods more complex, by the way, not always leaders to results obvious to the client. It is a question about the chip-tuning - an electronic brain of the engine.

Having decided to refuse compromises in the name of realization own “I”, automatically you make a decision to bear the personal responsibility for health of the motor

The chip-tuning - expensive pleasure. The engine (ECU - Engine Control Unit) does not know the block of management, that such « gas in a floor », adrenaline in blood, drive and euphoria from it. To Him to spit on your desires. He works on maps - injection, ignition, pressurization. Maps is, as a matter of fact, atomizers, electromagnetic valves … And if you want from ECU greater, it is necessary “to tell” multilayered tables on which the processor depending on gauges of signals acting from tens generates the operating impulses passed then on spark plugs, to tell him about this, having developed own maps of management. Process is laborious, demanding time, money and the equipment. Motorcar giants spend huge money for development of own programs on which work engines. Any mistake (for example “zero” in a binary code of the program) leads to rather tangible consequences in the form of the burnt through{smashed up} pistons which have “died” of an overheat of probes and dead of engines. All this - money, money and more time of money.

He feels you!
Most clever and advanced ECU are quite capable attempt to increase pressure of pressurization by simple and accessible methods. It is especially complex to deceive controllers from Audi. How they learn, what have come into the hands to tunning guys? Approximately so.

ECU by position of the gauge of turns and to signals from an electronic accelerator and ignition gives out (according to maps of injection) signals to executive mechanisms, in impulses which force candles, and atomizers - to inject fuel. The same commands are received also with the solenoid of a gate operating the turbine. In a following step (the step of job not the engine, and the microcontroller means) ECU compares a signal from the gauge of pressure on an intake to that value of pressure which, in his opinion, should be, work the motor without extraneous intervention. Too greater “delta” is regarded as malfunction what translation of the engine in “roundabout” a mode immediately follows: enrichment of a mix, reduction in pressurization … And the charged motor starts to go worse.

One frustration.
And nevertheless even in Europe there are the firms putting this money in purchase of stands, in training experts and development of own programs for ECU. Money it is necessary to enclose considerable, as pressurization (that is change of the program of management about which we spoke above) business is not limited to one maps of management - in passing it is necessary to change maps of ignition. These expenses only by repeated duplicating development Also pay off, that is speech here goes at least about small-scale production.

So on an exclusive to count it is not necessary - unless for very big money. But also without the chip-tuning to not manage, when the further increase of pressurization already causes explosive processes in chambers of combustion. It is necessary to explain somehow to it to a fruit of a consensus, that gasoline does not suffice!

It is great, certainly, temptation to put atomizers of greater productivity. Try. One rather eminent racing command during preparation for the championship on winter track races has ruined thus two engines. « The creative impulse » engineers has stopped only a severe sight of the chief, ordered to stop amateur performance.

So any changes in job of gauges and executive devices (the same atomizers) are inconceivable without correction of calibrations and programs of management. And it is the same chip-tuning …

Be protected!
Detonation it is audible not always. Especially if at you Subaru - their motors detonate not so sonorously, that is rather unusual for the listener. The situation will even more become complicated, if you have decided to entertain recently acquired powerful music or volume effects in the form of a direct-flow exhaust and the road symphony on speeds under two hundreds.

Fortunately, besides sound effects, the detonation leaves also indirect traces. One of them - the increased temperature of an exhaust. It is necessary to her to exceed, for example, 820 - 850 °С (threshold values for Subaru) - it is time to sound alarm: or the temperature of combustion is high, or ignition too later. The Same and with temperature of oil: put the additional device (it also looks abruptly - is not that so?) also look at it from time to time. It is necessary to oil to overheat after a critical boundary (its size depends on type of oil) - oil it to be ceases: the basis loses properties. Can, all the same it is not necessarly to save on an oil radiator?

But the main thing - remember: having decided to refuse compromises in the name of realization own “I” in separately taken car, you, as a matter of fact, shift the responsibility for its working capacity from shoulders of the manufacturer on the : have removed protection from the motor - put it in a head. She fine will rise on a place of illusions that it is possible to make to itself. It is impossible. And if you are alien to idea the four-wheel friend, think of a purse. Hardly it is more having spent now - on the checked up “batch” decision from serious firm, it is possible to save seriously then - on repairs and nerves.