Archive for 2016 年 4 月 15 日


The new European Union emissions legislation (EU6), which is being implemented from 1st September 2015, is the latest set of standards in which vehicle manufacturers have to adhere to in an attempt to protect the environment from harmful gases. The new legislation consists of the reduction in the amount of harmful exhaust emissions, such as nitrous oxides (NOx) and carbon monoxide (CO), hydrocarbons (HCs and NMHC) and particulate matter (PM), which is allowed to be emitted into the atmosphere from passenger and light commercial vehicles (LCV).

EU6 states that from September all new UK sold passenger cars and LCVs under the weight of 1305kg must comply with the following rulings; diesel vehicles must reduce levels of NOx emissions to a maximum of 80mg/km ( a reduction of 100mg/kg from the current allowance of 180mg/km). The NOx limit for petrol cars will remain at 60mg/km.

In response to this a new breed of ‘super-clean’ turbocharged Euro 6 diesel cars are now becoming available in the UK – this is because the latest targets are near impossible for diesel cars to meet without the use of turbochargers. Typically, older diesel cars were considered as being ‘gas guzzlers’, and were known for producing high levels of NOx and PM – but notably diesel engines have always produced significantly lower rates of CO2 in comparison to petrol vehicles. The latest breed of new ‘super-clean’ diesel engines are now proving to be virtually as environmentally-friendly as their petrol counterparts, whilst still maintaining excellent performance outputs.

The transition from naturally aspirated engines to turbocharged engines is not only applicable to diesel engines as many manufacturers are now introducing turbochargers to their petrol ranges as well in a bid to maintain and even improve performance whilst complying with the EU6 regulations. This trend is particularly applicable when looking at the luxury German vehicle manufacturer, BMW.

For the past 18 months BMW have been transitioning their current range of models from naturally aspirated to turbocharged – and going forward, at least for the foreseeable future, all new cars produced from the existing range of models by the leading auto giants will feature turbochargers. As Auto Express pointed out in February, “You can buy a BMW today with one, two or even three turbochargers, but not with none”.

Those in the automotive industry are coining this new trend, the ‘turbocharger boom’. As turbocharger specialists, the team here at Turbo Dynamics have seen first-hand an influx in the number of turbochargers we are manufacturing for more modern cars with smaller engines.

Stuart Flanagan of Turbo Dynamics reveals:

“This is because turbochargers offer drivers the best of both worlds; the ability of being able to improve fuel economy whilst maintaining an impressive output of both power and torque – providing the answer for car manufactures and their quest of lower carbon emissions”.


It is not just the manufacturers who are affected by the new ruling, with less than a month to go companies who are using fleet diesel vehicles such as company cars or LCVs will need to be prepared or risk potentially seeing their new company assets immobilised.

This is because in an effort to adhere to EU6 many of the EU6 applicable engines will now require AdBlue, which is a relatively inexpensive exhaust additive which is approximately two parts water, one part urea that helps neutralise harmful NOx emissions. It is the management of AdBlue levels that companies need to educate their fleet drivers in now before the legislation is officially enforced.

For many fleet vehicles, typically the much larger and heavier kind, the use of AdBlue is not new – However, from September the use of it will be much more widespread as it will now become an important requirement for diesel fleet vehicles, including passenger ‘company’ cars and LCVs, in order to comply with EU6.

Business mobility specialist, Alphabet, are warning that although many new diesel cars should carry enough AdBlue to last between services, because of the nature of the usage of fleet vehicles they are more prone to use the AdBlue reserves up at a much quicker rate. This is why is it critical that companies ensure their fleet drivers monitor the levels a vehicle’s levels of AdBlue as Alphabet warn failure to do so could result in issues that can immobilise a vehicle.

For those concerned about fleet management and the integration of the AdBlue additive into their systems, Alphabet have produced Management Driver Guides to help fleet managers and drivers with the transition and to offer guidance.


The idea behind George Orwell’s novel, 1984, that we are all being watched, is one that has widely been explored – for example the reality TV show Big Brother, science-fiction film the Truman Show or in the on-going debate about online privacy, but should we now start to worry about who is monitoring us when we are in our own vehicles? – particularly as the European Parliament has recently passed a law requiring all new cars made after 2018 to be fitted with a tracking device.

More and more people are becoming increasingly worried about the use of telematics and how information is being used. Telematics is not a new technology as it has been widely used for the past decade in commercial vehicles, by Formula One teams and emergency services – but more recently the technology is being rolled out into passenger road cars and you may not even be aware of it.

Telematics is typically known as an ‘Ingenie Box’ or a ‘Black-Box’. It is a self-contained unit the size of a smartphone which includes a GPS unit allowing your location to be monitored, a high frequency motion sensor which captures how the car is being driven and the vehicle’s performance, and a SIM card allowing data to be transmitted.

The ‘box’ is commonly perceived to act as a safety feature, and indeed it is with useful functions that can provide the police/emergency services with exact vehicle location in the case of the vehicle being stolen or a serious accident. For this reason the technology has proven very popular by insurance companies particularly in the USA and Canada. However the video below, which has been made by the European Association of Aftermarket Parts distributor at FIGIEFA, demonstrates other ways in which this technology is reportedly being used and why independent companies should be worried by the new developments.

The new advances could mean that the current level playing field between manufacturer’s dealerships and independent repair and servicing companies will be a thing of the past as consumers will no longer be given the opportunity to decide for themselves where their car is to be serviced or repaired.

Real life scenario of a BMW new model owner – The latest BMW vehicles contain the tracking feature:
Joe owns a BMW M3, on his way to work a warning light flashed up on his dashboard and seconds later a phone starts ringing through the car’s radio system. Joe answers the call through the car’s Bluetooth and is connected to a representative at BMW who informs him that he has an airbag fault – but rest assured the representative at BMW has already booked the car in with a BMW dealer who will collect the car from Joe’s place of work if preferred – as BMW could see Joe was already travelling there.

Shortly after Joe arrives at work the representative collects Joe’s BMW M3 and leaves him with a hire vehicle to use for the following three days whilst the airbag issue is repaired.

The technology sounds impressive and very useful, however when a vehicle is no longer in warranty Joe’s scenario could prove to be an extremely expensive option in comparison to choosing to take the car to a local independent garage – or indeed simply having the option to ‘shop around.’

The very real potential fear for owners along with independent garages and even specialist tuners is whether this on-board technology will be able to detect where and when any work has taken place and if it is not directly through the manufacturer, potentially being able to send a vehicle into limp mode on the grounds of ‘safety issues’ for not using a manufacturer’s own parts – meaning if you were to own a BMW, for example, as in Joe’s case you would only ever be able to use BMW parts on your vehicle, purchased directly from BMW or a BMW certified garage. It could also mean that the manufacturer may be able to detect any ‘enhancing modifications’ such as remapping or non-approved exhausts fitted.

An even greater risk to the consumer is the risk of data being leaked, allowing locations, habits and behaviour potentially falling into the hands of not only companies but criminals. The European Commissioners have issued a statement in response to these growing concerns stating:

“The system is… inactive under normal circumstances… Only when a serious car crash happens (will it) establish a call to the 112 (emergency number) – then it starts to function.” 

Emma Carr, Director of the Big Brother Watch pressure group, has publicly commented on the new ruling stating:

“There is a clear risk that once this device is installed, drivers will lose total control over who has access to their data and how they will use it …Forcing drivers to have a device installed in their car, which is capable of recording and transmitting exactly where and when they are driving, is totally unacceptable.”

For the time being it appears that the majority of the British public are either unaware of this latest ruling or perhaps are not particularly phased – but if FIGIEFA’s video is correct the development will have detrimental effects to much of the automotive aftermarket as we know it.


Turbochargers, best known for making cars go faster, are taking a lead in the race to cut carbon dioxide (CO2) emissions.

Automotive manufacturers are being challenged to meet increasingly stringent emissions and fuel efficiency requirements – industry experts agree that turbo technology offers one of the most cost-effective routes to achieving the desired results.

The basic concept of a turbocharger is to recycle wasted energy from exhaust gas, transforming more of the fuel energy consumed into power. A turbocharged engine, therefore offers improved fuel economy, less CO2 emissions and better performance over a non-turbocharged engine.

Turbocharging allows auto manufacturers to reduce their engine sizes and therefore emissions while continuing to deliver the power and performance customers demand. “Turbochargers offer the fastest response to global warming at a lower cost per vehicle than any other technology”, Alex Ismail, Chief Executive of Honeywell Transportation explains to BBC News. To read the full article, (Click here)


Turbochargers are no longer only for boy racers,” insists Ulrich Hackenberg, Volkswagen Group board member in charge of research and development. Turbochargers push compressed air into the cylinders of an engine, thus allowing more fuel to be added to produce more power.

“It offers a new way of downsizing,” Mr Hackenberg says, pointing to how turbo helps carmakers switch to smaller, less thirsty engines with lower emissions that nevertheless deliver “more power, more torque and more driving fun”.

Ian Robertson, BMW Group board member in charge of sales and marketing, agrees.

“More often than not, we’re increasing both the power and the acceleration capabilities, while at the same time we improve fuel economy and reduce CO2 emissions,” he says.


“Turbo is playing a big part in it.”



Globally, just over one in four cars built is fitted with turbochargers, according to analysts Global Insight. But by 2020, almost three in four cars built will be kitted out with turbo.

At the heart of this development there are conflicting demands from drivers, according to Alex Ismail, chief executive of Honeywell Transportation, one of the world’s leading turbo manufacturers. ”The only way to meet these conflicting demands is to turbocharge smaller engines. With turbo added, carmakers can get away with fitting cars with smaller engines without their performance being reduced.”

Over the next decade, in large part thanks to the growth in turbochargers, the average size of engines in the US will fall from 3.6 litres to 2.9 litres, according to Global Insight.

In China and Europe, where the average engine size is currently 1.8 litres, it is predicted to fall to 1.6 litres and 1.4 litres respectively.

As such, “turbochargers offer the fastest response to global warming at a lower cost per vehicle than any other technology”, according to Mr Ismail. ”It can probably help the motor industry improve emissions by 35-39% for the total cost of $1,600 (£1,000) per vehicle.”

Better turbos

In the US, “where they’ve been running big engines, big V8 engines”, only 5% of cars have turbos, says Mr Ismail.

In China, 60% of cars are expected to be fitted with turbo by 2020, up from 13% today, it forecasts.By 2020, 85% of cars in the US are expected to be turbocharged, Global Insight predicts.

Growth is set to be strong in Europe too, even though European manufacturers are already ahead of the pack.

Although few cars have turbo badges slapped onto them the way they used to during the 1980s, more than 50% of the vehicles built in Europe are fitted with turbochargers. This is predicted to rise to 85% over the next decade.

“Turbo has developed hugely since the 1980s,” explains BMW’s Mr Robertson.

“I can remember, back then, it was an interesting piece of kit, but clearly things like turbo lag [which is the delay between pressing the pedal and the turbo kicking in] were very visible,” he says.

“But with twin-scroll turbos now, and triple-scroll turbo, you’ve effectively got minute turbos running inside a unit – there is an absolutely seamless performance.


Lewis Hamilton’s bid for the 2015 F1 Championship title is back on track after securing a 44th pole position of his career and cruising to victory at the Canadian Grand Prix in Montreal over the weekend.

The famous Gilles Villeneuve circuit, named after the renowned French-Canadian racer, is notoriously known for being exhausting on both fuel economy and braking, which stood true during Sunday’s race. Lewis Hamilton was forced to slow down on several occasions during the race to preserve fuel whilst Nico Rosberg had to nurse his breaks when they began to show dangerous signs of wearing.

Hamilton executed a faultless start at Montreal using his pole position to gain a comfortable lead over Rosberg and the rest of the pack. The race did not start as smoothly for his Mercedes teammate, Rosberg, who had to put in some tactical manoeuvres to defend his second place position from a relentless Kimi Raikkonen.


Hamilton leads pack at turn 1

By lap 20 the race began to settle with Rosberg comfortably maintaining the second position and setting his sights on Hamilton. Hamilton took his pit stop on lap 29 which gave Rosberg an opportunity to shorten the gap, taking advantage of this the German went on to record the fastest lap of the race before pit stopping on lap 30. Rosberg’s efforts paid off as by the time he re-joined from the pit he had managed to cut Hamilton’s lead of more than four seconds down to less than two – and so the battle commenced!

The two put on a nail biting display of driving with Rosberg refusing to hold back even when warned by the Marcedes engineering team that his car was showing signs of brake wear. By lap 45 there was only a second separating the two cars but Rosberg was unable to shorten this further as the two began lapping the slower cars of the course, disrupting the pace of the competition.


High-speed battle between the Mercedes teammates

The high-speed stalemate between the two Mercedes drivers continued when all cars were safely overtaken. Although Hamilton was able to maintain and grow his lead his team were heard advising the British driver over the radio that he needed to conserve his fuel, instructing him to “lift and coast” when possible. By the penultimate lap Hamilton has manage to extend the 1 second gap to 3.5 seconds, allowing him to ease off the peddle and cruise home to a vitory, with Rosberg trailing in a very close second, 2.2 seconds behind.

Montreal marked Hamilton’s fourth GP victory of the season, extending his Championship lead to 151 points to Rosberg’s 134.

Hamilton, who dedicated his win to Peter Bonnington – his race engineer whose father died last week, commented on the weekend saying:

“I love Montreal, I love this track and this city …It’s just been a fabulous weekend and it’s great to be back on the top step. It’s just been a fantastic weekend.

… Nico was quick but I never felt that I was under too much pressure. After the pit stop I think that because he was in my slipstream, he was able to save more fuel. I thought I had saved enough but had to save some more, so the fact that the gap shrank so much was down to fuel saving …I was just trying to manage things and bring the car back safely.

…I wouldn’t say it was a relief after Monaco; it’s just great that the team are still able to move forward. That’s really impressive.”



Honeywell have enjoyed total domination in the performance turbo arena with their Garrett GT ball bearing range of units and have recently released their new GTX range with further performance gains. Now Borg Warner rock the turbocharging world by responding with their EFR Series.

1.jpgEFR stands for ‘Engineered for Racing’. Borg Warner proudly boast that these turbochargers are a breakthrough in durability, responsiveness and installer/user satisfaction.

Borg Warner are celebrated for their lead in the commercial turbocharging field, with their standards among the highest in the engine boosting industry. Their commercial turbochargers are designed for resistance to abusive thrust loads, the ability to cope with high vibrations, for their durability and reliability, and aerodynamic performance. As a major turbocharger supplier to the O.E.M., it was only natural for them to introduce their EFR turbos into the tuning and performance aftermarket.

It’s the aerodynamic development that produces the big power production which is beneficial to the performance enthusiast/racer. With the commercial turbochargers, boost pressures of 45-50psi (3bar) are commonplace. Borg Warner then looked carefully at the requirements of the performance car enthusiast and racers. Among these requirements were: lighter weight, compact, versatile, high exhaust gas temps, fast response, cosmetic appearance, features to aid installation and to do away with the necessity for turbo related accessories.

Borg Warner then got to work, starting with a clean sheet of paper, no pre conceived ideas, no restrictions. A table of every notable design characteristics for an engine boosting device was drawn up, giving special attention to new ideas never formed before in metal. The turbo had to be capable of high boost levels, huge airflow, extreme durability, of fitting a variety of different engines, cylinder configurations and manifolds, to come in twin or single scroll, have an easily converted outlet, house an integrated shaft speed sensor, have the capability of between 250 and 1000HP, improved driveability, quick response at low boost levels and low engine speeds and fast spool up times.

The result was groundbreaking – a reinvention of the modern turbocharger.  An optimally matched, super efficient turbocharger suited to high-power engines. As standard the turbocharger parts incorporate Gamma-Ti turbine wheels, dual ceramic ball bearing cartridges and investment cast stainless steel turbine housings, a combination that has created a revolution in aftermarket turbo technology.

To view the BorgWarner EFR turbo range, including full specifications, please click here.

BTCC Astra Power Gains

hampionship winning Astra XE Turbo ch No11, the last to be made by 888 for James Thomson, and now destined for BARC/BRSCC saloon car races, has been carefully rebuilt built by Tony Tait to give outstanding performance ready for its’ race season.

Tony came to TD for the turbocharger, but was concerned about low power surge with the recommended GT3076R with Tial External Wastegate. His fears were unfounded, as the car has been mapped so far as achieving 506.9BHP at 163mph and 390.8lbft – and the mapping isn’t finished yet!

The 2ltr Astra has also been built up from parts from Ch No1; the chassis has been chosen as it represents a competant and known race car to test development units, the engine is based on the Vauxhall/Opel XE with 888 racing’s own internal mods but with torque and drivability paramount rather than outright power; the gear box is an Isuzu 76mm unit selected for its rugged nature.

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All the engineering and design management is done in house in Sheffield and Huddersfield with some assistance from aspiring race car students from the local technical college. Tony has many years engine building and project management experience. His business partner has had many successful years of engine development from speedway through to full race cars.









Another world first has been achieved by Turbo Dynamics and MRC Tuning, this time with the Audi RS6 V10 – with the winning combination of Turbo Dynamics Hybrid turbochargers and MRC remapped engine and gearbox. Not only is this the first upgrade on the Audi RS6 V10, but it is the first upgrade on its’ turbochargers too.

As standard this monster delivers 580BHP. But with the modifications to the vehicle and turbocharger it achieves 831BHP and 977NM with a 0-60 time of 3.6s, electronically limited to 217.5 mph!


Audi broke from their traditional use of KKK turbochargers and employed a pair of IHI turbos. Matt Waterman, head of R&D at TD admitted, “This caused us some head scratching at first, but we persevered and are really pleased with the end result. The estimated BHP was 800, so the result was pleasing. We have been reliably informed by MRC Tuning that on the road it will achieve more”.

Not only is this the first time for the Audi RS6 to get such an upgrade, but it is the first time Turbo Dynamics’ new MFS Billet Compressor Wheels had been fitted into one of their Hybrids.

The upgrade by Banbury based MRC Tuning consisted of 3″ downpipes with 100cell racecats, intakes, filter kit, fuelling kit and a MRC Tuning Stage 3 Remap.




Performance Remap Specialist and TD Partner, Celtic Tuning, enlisted Turbo Dynamics to design one of their award winning bespoke Hybrids for a customer’s BMW 330D. The newly designed MD560 Hybrid Turbo recorded 333bhp.

1.jpgCeltic Tuning’s remapping skills, partnered with TD’s turbo expertise, resulted in a recorded figure of 333bhp, although Celtic Tuning reports that they actually managed 343bhp! – well over 100hp increase above standard. Graham of Celtic Tuning enthused, “Impressive turbo… very impressed!”

Amongst the turbo modifications undertaken were fitting an uprated compressor wheel, uprated thrust bearings, modified exhaust wheel and the application of the TD blueprinting service.

Graham stated that if they removed the DPF he was sure that the turbo would wipe the floor with 350+ bhp. He added that the torque achieved 489lbft in 5th and could probably be over over 500lbft in top!


Roger Clark’s winning Subaru ‘The Gobstopper’ has been immortalised by Corgi in a 1:43 scale model now available from Corgi.

1.jpgOlly Clark stormed to three consecutive ‘Ten of the Best’ wins between 2007 and 2009, plus two Time Attack Championships in 2008 and 2009 driving ‘The Gobstopper’, possibly the most extreme and exciting modified car ever built in the UK.  It was originally given its unusual name by elder bother and chief engineer Matt Clark because it would silence their internet critics, and it certainly did.  Olly and Matt, partners in their late father’s company Roger Clark Motorsport (RCM), built the car as a showcase for RCM using a 2-litre Subaru flat-four engine that features an RCM designed crank and dry sump system, together with a huge Garrett GT4094 turbocharger.

The power is delivered through a triple plate carbon clutch into an RCM designed 6-speed sequential gearbox that drives 3 Modena plated limited slip differentials. The performance is awe inspiring, and, even though the car’s 50/50 torque split might suggest otherwise, Olly’s driving has become known for aping his father’s flamboyant sideways style in a way that fully exploits more than the width of the track and the car’s immense power. Constantly under development, ‘The Gobstopper’ is modelled here in its 2008 Time Attack Championship winning guise. Full size replicas are available from RCM, if your budget is around £250,000!


Bodyshell:  Subaru Impreza WRX STi Version 6 two door coupe.
Engine:  2-litre flat four with bespoke internals by Roger Clark Motorsport, Arrow, and Omega.
Engine management:  Bespoke RCM system developed with Dave Rowe at Motec.
Power:  875bhp@7600rpm with graduated nitrous oxide by The Wizards of NOS.
Power:  720bhp@7600rpm without nitrous.
Wheels and Tyres:  8×18 Rays wheels using Toyo R888 tyres.
Suspension:  Bespoke Exe-tc
Brakes:  Front – AP Racing 6 pot callipers on 364mm vented discs; Rear – AP Racing 4 pot callipers on 275mm vented discs
Weight:  1100kg.



0-60mph:  2secs.
Standing Quarter mile:  9.23secs, 148mph terminal speed.
Max speed:  210mph.
Standing start to a measured kilometre:  194mph.


The Nissan GT-R and Porsche 911 went head to head at Gurston Down Hillclimb this May bank holiday weekend, in a continuance of their long running battle for supremacy.


When Nissan launched their new R35 GT-R in Europe in March 2009 it was aimed directly to rival the performance of the Porsche 911 Turbo. With a claimed lap time of 7:26:7 on the base model’s Dunlop tyres around the famous Nürburgring circuit, it did just that. Porsche had accused Nissan of falsifying those claims in September 2008 and for some years now, a rivalry has been brewing between Porsche and Nissan.

Such has been the rivalry that many tests have been conducted. One such test was by Fifth Gear, named Battle of the Titans, comparing the latest 2012 Nissan GT-R with the 2011 Porsche 911 Turbo S, both with 530BHP on tap. Tiff Needell and Jason Plato did three specific tests with the two sports cars. The overall winner in the end was the lighter Porsche although some have their doubts. The channel 5 footage can be viewed by clicking here.

Another test of the Nissan GTR was conducted by Bruno Senna – nephew of the late Ayrton Senna -

And one at


The most recent test however was one that had not been done before. How would the two cars compare up a 12 foot wide country road used by the BARC for the Gurston Down Speed Hillclimb. A 2012 Nissan GT-R sponsored by and Borg Warner EFR turbos, was put forward for the challenge in the over 2000 c.c. standard production car class which is sponsored by Turbo Dynamics Limited. The GTR was driven by Turbo Dynamics  M.D. Peter Marsh, whilst the new Porsche 911 turbo was dual driven by Andrew Fraser and Tim Painter.

The current record for this class, held by Roy Barker in his 600BHP Mitsubishi Evo 5, was set in July 2010 at 34.69 seconds and has been challenged time and time again but never beaten… that is until Sunday May 29th 2011 at approximately 11.15am where it was eclipsed by just over half a second – a huge time gain in the world of speed hillclimbing. In Peter’s first timed run of the day he tidily packed the course into 34.17 seconds.

Following this triumph, Peter acknowledged “I know I can shave a little more time off this with even more commitment in ‘Hollow’ and a tidier exit out of ‘Ashes’ – easy to say but harder to put into practice!”

A comment that Tiff Needell would agree with having recently tried his hand at Hillclimbing in a 500BHP Ariel Atom for Channel 5’s Fifth Gear program at Gurston Hillclimb. Gurston is an event where you can get up close and personal to all manner of cars ranging from road cars to large capacity single seater racing cars powered by Ex-F1 engines. Although the course duration is not long, it challenges the keenest of drivers and, in Mr. Needells words himself, “This must be the most precise form of motorsport ever invented. One small mistake and your time’s useless”.

To view Tiff Needell’s run please click here.

To view Peter Marsh’s class record breaking run please click here. 


37.40 seconds was the best time set by the Porsche 997 driven by Tim Painter. Peter Marsh’s time also put him ahead of all the cars in the modified production cars over 2000c.c. class, including Subaru Imprezas, a Mitsubishi Evo and Audi Quattros. In fact the Nissan was positioned 68th out of 166 cars overall, just behind a Ralt RT3 racing car. “Virtually all of the cars ahead of me were single seater racing cars, a good advert for the agility and traction of the GTR despite its massive weight” commented Peter Marsh.

This weekends extravaganza was the 7th and 8th rounds of the 2011 Nicholson McLaren MSA British Hillclimb Championship and the Shell Racing Solutions Hillclimb Leaders Championship.