N/A tune

[darkjedi04]

I dont know if this is a stupid question or not, but, I cant find any information anywhere on what is, or how to n/a tune. I do know what its for but thats about it, can someone help me?

[Wolf]

Playing too much Gran Tourismo.

In the game, NA Tune just means making adjustments to the engine to make the most power without forced induction. Stuff like compression ratio, exhaust diameter, cylinder head airflow, etc. It's a bunch of stuff that the game designers didn't want to take the time to list out individually, so they just call it "NA Tune".

Again... it's just a game. Trying to transfer over data from a game to real life just doesn't work.

[Holyterror]

Okay, translating from game to reality, these are basically the two major tuning paths from which we all must choose: N/A or forced induction. To stay N/A (naturally or normally aspirated) simply means to let the car breathe without the aid of superchargers (belt-driven or turbo). Using forced induction is, well, using forced induction. Both methods revolve around getting more air and fuel into the engine. The N/A motor will use high static compression to accomplish this, while the turbo/supercharged engine will probably have low static compression but high dynamic compression. There are many, many threads on this subject that you can read if you want the full story; there's no point in me repeating it all here.

[darkjedi04]

not quite gt but i hear ppl talking about doing it and someone recomended i do it to my car(rx-7) instead of turbo because it'd be better for the engine, so I guess that guy is just a moron? thanks for the explination.

[Holyterror]

Originally Posted by darkjedi04

someone recomended i do it to my car(rx-7) instead of turbo because it'd be better for the engine, so I guess that guy is just a moron?

He's not necessarily a moron. Your engine is the infamous Mazda 13B, a wankel rotary which shares little in common with the reciprocating piston engines in 99% of the cars on the road. There are two major problems with turbocharging a rotary engine:

1. Lowering static compression - low-compression pistons are usually not that difficult to find, and you could have them custom made if needed. Low-compression rotors, however, are unheard of, and I don't know of anyone off-hand who fabricates specialty rotors.
2. Detonation - Detonation occurs when the temperature inside the combustion chamber becomes so high that the air/fuel mixture explodes instead of burning. Since there is a linear correlation between heat and pressure, turbocharging can cause detonation by raising the dynamic compression. Now, in a piston engine, detonation will rapidly fatigue internal components. In a rotary engine, however, detonation will almost instantly destroy the apex seals. These are the rotary engine's version of piston rings. When these fail, the rotor crashes into the housing, and your engine becomes a big, expensive paperweight.

Safely turbocharging a rotary engine is quite possible, but it's a delicate science. You really need a rotary expert for this. You ought to have a really good engine computer to keep your engine out of the red zone.

Despite the dangers involved, turbocharging a rotary engine can be very rewarding. One of the major downsides of wankel rotaries is the relatively low static compression. A turbocharger can reduce or totally eliminate this disadvantage. Whatever you do, be careful. N/A would certainly be the easier and safer path.

[ProShift]

will an how much does it cost to get a N/A tune type and does it work on carberated engines ?????

[SaabJohan]

When you compare tuning by adding a turbocharger and by keeping the engine NA the turbocharger way offer a lower cost per hp and usually better reliability since NA tuning usually involves high engine speed.

[TechX]

Holyterror I like that saying - There are no substitutions for revolutions.


There is No Replacement for Displacement

Now I know another neat saying. Thanks.