‘Tune yourself’ with the best performance software

Are you one of those passionate drivers, looking to extract maximum power from their engines without having to sacrifice the simplicity, safety and comfort that come with owning a European car? You now have but one choice – getting a big turbo software! There are many available now on the market! The unitronic turbo software comes in a number of hardware configurations for most Volkswagen, Audi, Porsche and Volvo applications. There are also programs for all setups: from street/track monsters to quarter mile beasts. For certain setups that are not yet available, you can choose the dyno tuned custom software, tailored to your needs. There are many factors that determine how any software will react to your specific setup. This turbo software I’m telling you about is developed in house along with a network of enthusiasts constantly testing and data-logging to ensure the best drivability. In certain cases, there will be free software updates released, providing the best in drivability and performance. The benefit of this special software over standalone engine management is that all the original manufacturers’ safety limits and functions are retained. By properly modifying the parameters which manage the engines power delivery and output, the original startup and driving characteristics will be maintained in all climates. The performance software version introduces to you the smoothest and most reliable power gains available for your vehicle. All programs are precisely tuned for all driving conditions to bring you the most reliability. Professionals know that dynamometer test results are an over simplifications. They only tell part of the story since the engine is tested only at full throttle. You don't drive all day with your foot to the floor. That’s why you need a performance software, one that will maximize the power and torque you need in everyday driving conditions, where (we drivers know!) running smooth and brisk acceleration are equally as important. The unitronic performance software comes with an unconditional 30 day money back guarantee. The 30 day grace period will ensure that your expectations are met. If for any reason you are not satisfied, you may return it to your place of purchase for a full refund. Unitronics is all about your driving satisfaction. A risk-free satisfaction guarantee gives you total peace of mind. And if you didn’t know, last year, in April, UNISetting was released. This useful application, developed by unitronic for the Bosch Motronic Me7 system, allows the user to manipulate and adjust the built-in ECM adaptation channels to enhance the enthusiast's particular setup - from stock to modified, oct specific tweaks and adjusting for larger Injectors to better suit performance and drivability. The application is, in fact, a USB based interface (the first of its kind!) to work with any Generic FTDI USB Communication interface. This device actually enables you to use your USB VAG-COM Cable Ver.A, B or C to make minor tweaks to your ECM! Be careful! If you need a VAG-Com Cable to use this amazing tool, be sure to get the Genuine Ross-Tech Vag-com Cable. So, if the answer to my introductive question is yes, stop thinking and order your software today! Get and feel the power you always wanted! You will be amazed! There is no doubt that the products of one of today's leading innovative OEM ECM tuners are specially designed to offer you the best in performance and quality!

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Torque Converter Operation

The torque converter is one of the least understood components in an automatic transmission equipped vehicle. I will attempt to explain what it does and how it does it. The torque converter has a few different functions. We first need to understand that there is no direct link between the crankshaft and the transmission input shaft (except in the case of a lock up style converter, but we'll talk about that later). This means that the first function of the converter is to connect the crankshaft and the input shaft so the engine can move the vehicle; this is accomplished through the utilization of a fluidic coupling effect. The torque converter also replaces the clutch that is required in a manual transmission; this is how an automatic transmission vehicle can come to a stop while still being in gear without stalling the engine. The torque converter also acts as a torque multiplier, or extra gear ratio, to help the car get moving from a stop. In modern day converters this theoretical ratio is anywhere between 2:1 and 3:1. Torque converters consist of 4 major components that we need to concern ourselves with for the purpose of explanation. The first component, which is the driving member, is called the impeller or "pump". It is connected directly to the inside of the converter housing and because the converter is bolted to the flexplate, it is turning anytime that the engine rotates. The next component, which is the output or driven member, is called the turbine. The transmission's input shaft is splined to it. The turbine is not physically connected to the to the converter housing and can rotate completely independently of it. The third component is the stator assembly; its function is to redirect the flow of fluid between the impeller and the turbine, which gives the torque multiplication effect from a standstill. The final component is the lock up clutch. At highway speeds this clutch can be applied and will provide a direct mechanical link between the crankshaft and input shaft, which will result in 100% efficiency between the engine and transmission. The application of this clutch is usually controlled by the vehicle's computer activating a solenoid in the transmission. Here's how it all works. For the sake of simplicity, I will use the common analogy of two fans which represent the impeller and the turbine. Let's say that we have two fans facing each other and we turn only one of them on- the other fan will soon begin to move. The first fan, which is powered, can be thought of as the impeller that is connected to the converter housing. The second fan- the "driven" fan can be likened to the turbine, which has the input shaft splined to it. If you were to hold the non-powered fan (the turbine) the powered one (the impeller) would still be able to move- this explains how you can pull to a stop without the engine stalling. Now imagine a third component placed in between the two, which would serve to alter the airflow and cause the powered fan to be able to drive the non-powered fan with a reduction of speed- but also with an increase of force (torque). This is essentially what the stator does. At a certain point (usually around 30-40 mph), the same speed can be reached between impeller and the turbine (our two fans). The stator, which is attached to a one way clutch, will now begin to turn in conjunction with the other two components and around 90% efficiency between the crank and the input shaft can be achieved. The remaining 10% slippage between the engine and transmission can be eliminated by connecting the input shaft to the crankshaft through the application of the lock up clutch that was mentioned before. This will tend to lug the engine, so the computer will only command this in higher gears and at highway speeds when there is very little engine load present. The main function of this clutch is to increase fuel efficiency and reduce the amount of heat that is generated by the torque converter. Another term that may be unfamiliar is that of a "high stall" torque converter. A high stall converter differs from a stock converter in the sense that the rpm is raised at which the internal converter components- the impeller, the stator and the turbine start to turn together, and hence, stop the torque multiplication phase and begin the coupling phase. The point at which engine rpm will stop climbing with the drive wheels held stationary and the throttle fully opened is referred to as "stall speed". The idea behind a higher stall torque converter is to allow the engine to rev more freely up to the point where the powerband begins, and therefore, enable the vehicle to accelerate from a stop under more power. This becomes increasingly important when an engine is modified. Engine modifications such as ported heads, bigger cams, bigger turbos (in some cases), bigger intakes, etc. tend to raise the point where the powerband begins. For best performance, the stall speed needs to be raised accordingly to work optimally in conjunction with the given vehicle alterations. In simple terms, for best performance, the stall speed should be raised at least to the point where the torque curve is heading towards its peak. As a rule of thumb, the stall speed should be set to match the rpm at which the engine is making at least 80% of its peak torque for a street driven vehicle. As you can imagine, a vehicle that can accelerate from a stop with 80% of its peak torque will easily outperform an otherwise identical vehicle that can only launch at 50% of its available torque. For a performance or "high stall" torque converter to produce maximum gains, it needs to be configured to the specific vehicle in which it will be installed. Factors such as engine torque and the rpm at which it is greatest, differential gear ratio, vehicle weight, camshaft design, compression ratio, type of induction- forced or naturally aspirated, and a host of other variables all need to be taken into consideration. Be aware that the "off the shelf" type performance torque converters sold by some manufacturers are very unlikely to be optimized for all vehicles and their unique requirements.

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Los 7 Mejores Musicales

Aquí te presento una lista de las películas mas destacadas en la sección de musicales para que disfrutes y entretengas. La novicia rebelde (The Sound of Music): La clásica historia de la familia Van Trapp en Austria y la niñera, protagonizada por Julie Andrews en 1965, todavía sigue siendo entretenida ya tractiva para la educación de los niños. La trama, la música, las visuales y el mensaje son parte de la niñez de muchos de mi generación. Chicago: Del musical teatral protagonizado en cine por Renée Zellweger, Catherine Zeta-Jones y Richard Gere es otro de los recomendados. Su más reciente estreno en los 2000 es de una excelente actuación, baile y sonido que ha ganado un premio tras otro. Vale la pena! Mouline Rouge: Protagonizada por Nicole Kidman y Ewan McGregor , dirigida por Baz Luhrmann este increíble musical fue uno de los mas impactantes que vi. En 2001 Moulin Rouge logro traer a la pantalla grande, de la llegada de un humilde escritor ingles en 1900 a Paris, y su encuentro con una bailarina en Mouline Rouge. Grease: Grease es un musical para adolescentes, de 1978 que todavía vale la pena mirar. John Travolta comienza su carrera de galán en la pantalla grande, junto con Olivia newton John hacen un dúo inolvidable. Sus canciones siguen siendo un éxito hoy en día, reproducidas en transe y house music. Mary Poppins: Julie Andrews en 1964 de nuevo hace una brillante actuación junto con Dick Van Dyke convierten este musical en un mágico de Disney inolvidable para niños! Ese clásico nunca pasara de moda. El Mago de Oz: Judy Garland en 1939, junto con sus tres amigos (el hombre de lata sin corazón, el espantapájaros sin cerebro y el León sin coraje) siguen el inolvidable camino amarillo para llegar al Mago de Oz. Excelente. La Bella y La Bestia: Un dibujo animado de Disney para adultos y niños que fue capaz de ganar los corazones de millones de personas en 1991. Un gran mensaje para no guiarse por las apariencias, lleno de magia y entretenimiento. Increíble sonido! Aquí termino mi lista, espero que la hayan disfrutado y que ahora puedan con seguridad elegir su próximo musical!

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How Can an Engine Produce More Horsepower? Part I The Basics

So you have a lead foot (and the tickets to show for it). You want to put the pedal down and have a little more power to the pavement (don’t we all). Then let’s talk about the basics of how your engine produces power, no matter if it is a 4 cylinder rice burner or a mammoth V-8 brimming out of your hood. Let’s start with the basics. As a Crew Chief in the United States Air Force, jet engine combustion was always taught in the simplest of terms: Suck, Squeeze, Bang, Blow. Yes it sounds like a sultry movie you would watch at a pay by hour motel, but it will all make sense in a second. Let’s start with the first part of our friendly Department of Defense taught equation. Literally your engine “sucks”oxygen. Now follow me on this one Homer, the air from the outside travels through an intake tube to a manifold all the way into the cylinder chamber. So why do we need more oxygen? Good Question. We need the maximum amount of ambient air to fill each cylinder chamber (no matter if you have 4 or 10 of them) on the down stroke of a combustion cycle with one of the magical ingredients that produce horsepower: you guessed it, oxygen . Why? Keep reading. At this point after our “suck” part of the equation is complete, we move on too the “squeeze” part. The valve that allowed the air to enter the cylinder chamber closes and the cylinder moves upwards and squeezes the air that was “sucked” in, at the same time fuel is introduced to the chamber at this point. Now if you where a Boy Scout or had gone through Combat Survival like I did, then you know you need three things to make fire. Air (oxygen), Fuel (gasoline), and Ignition (sparkplugs, more on these later). Now we are condensing the air and the fuel, making a nice packed (and denser) concoction for a nice fire, well really an explosion. How? Keep reading. I like fireworks, and that is what you have for the third part of our equation, “bang”. Now we are cooking, with that oxygen and fuel all compressed and ready to explode. Remember I told you about the ignition, you know the sparkplugs. These little puppies produce a high intensity spark that are going to ignite that condensed concoction we have been talking about. Bang, ignition, an explosion happens and this is really where the horsepower happens. Why? Well at this point the cylinder is pushed down at X amount of force. That X amount of force is dependant on a lot of factors, which when you get right down to it is where horsepower is made. How? Because that little explosion pushes the cylinder down, in turn will push one of your other cylinders up and then that little explosion happens again. It’s a tough vicious cycle, rotating continuously, producing what is better known as horsepower. Let’s move on. So we have sucked, squeezed, banged and now we need to blow (you’re a pervert). The exhaust valve opens up and lets out the carbon dioxide that are left over after our little explosion inside the combustion chamber. Now this little cycle, which happens in milliseconds, is reproduced thousands of times a minute. You know your tachometer, RPM (revolutions per minutes), that is about how many times this cycle of combustion happens in one minute. There you go this is the very basics of how an engine produces power. If this is still a little confusing to you, well try to envision it as much as possible. Now on the next article we will talk about how we can improve this combustion cycle to produce the best possible combustion which in turn produces more horsepower from your engine. Check out: How Can an Engine Produce More Horsepower? Part II The Intake

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