Visits since Aug 2006
Questions:
WHY DO I NEED A LARGER EXHAUST?
WHY FIT AFTER MARKET SUSPENSION?
HOW CAN I DETERMINE THE TOWING CAPACITY OF MY VEHICLE?
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Answers:
An inter cooler is an air-to-air or air-to-liquid heat exchange device used on turbocharged and supercharged (forced induction) internal combustion engines to improve their volumetric efficiency by increasing intake air charge density through nearly isobaric (constant pressure) cooling. A decrease in air intake temperature provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, increasing the output of the engine.
A turbocharger is basically an air pump. Hot exhaust gases leaving the engine after combustion are routed directly to the turbine wheel side of the turbocharger to make it rotate up to 230,000 rpm. That turbine wheel is connected by a shaft to a compressor wheel. As the turbine wheel spins faster and faster, it causes the compressor wheel to also spin quickly. The rotation of the compressor wheel pulls in ambient air and compresses it before pumping it into the engine’s chambers.
WHY DO I NEED A LARGER EXHAUST?
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A locking differential, diff-lock or locker is a variation on the standard automotive differential. A locking differential may provide increased traction compared to a standard, or “open” differential by restricting each of the two wheels on an axle to the same rotational speed without regard to available traction or differences in resistance seen at each wheel.
A locking differential is designed to overcome the chief limitation of a standard open differential by essentially “locking” both wheels on an axle together as if on a common shaft. This forces both wheels to turn in unison, regardless of the traction (or lack thereof) available to either wheel individually.
When the differential is unlocked (open differential), it allows each wheel to rotate at different speeds (such as when negotiating a turn), thus avoiding tire scuffing. An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels, on that axle. So although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning. (Equal torque, unequal rotational speed).
By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, without regard to tractional differences seen at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds).
A locked differential can provide a significant traction advantage over an open differential, but only when the traction under each wheel differs significantly.
All the above comments apply to central differentials as well as to those in each axle: full-time four-wheel-drive vehicles have three differentials, one in each axle, and a central one between the front and rear axles.
WHY FIT AFTER MARKET SUSPENSION?
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HOW CAN I DETERMINE THE TOWING CAPACITY OF MY VEHICLE?
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