Saito - Turbochargers - Engine Parts - On/Off Road Tuning

The engine is a system of moving mechanical parts and pressure is generated internally due to its dynamism. The only way to reduce such pressure is to create a vent to the outside. Unfortunately however, the exhaust fumes of the engine are carcinogens because they contain combustion residues and oil molecules. A new engine will have low pressure in the sump because the seal between pistons and cylinders will be excellent being ensured by new and not worn out piston rings. With time and use, the seal of the cylinders will be reduced thus letting in more pressure inside the engine and creating a greater quantity of gas. In order to reduce pollution, these fumes are put in circulation towards the intake of the engine or between the air filter and the compressor so as to burn all the polluting molecules.

To prevent damage to the compressor wheel, filters and settlers have been installed in

Whenever it is necessary to replace the turbocharger, it is advisable to analyze and consider the replacement of all the components close to it which help it work properly. The oil inlet pipe is one of them, being responsible of the lubrication necessary to the turbo to avoid seizure. Unfortunately the importance of this small component is often underestimated by professionals. In fact, the clogging of the oil inlet pipe, particularly when dealing with some specific ones that suffer from this defect, represents one of the first causes of failure of the turbo itself. It is strongly recommended to replace the oil inlet pipe every time a turbocharger is replaced.
 
 

crossreference: codici costruttore turbo, codici OEM, applicazioni

 

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SD320 Turbo kit: maximum performance for your Lancia Delta Integrale!

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NEW: Available Exhaust Manifold in HiSi 304 2mm thickness! clic for more details!

 

NEW: The adjustable actuator used in Rally racing is now available! Click for more details!

Particularly when the inboard marine engine is close to the waterline, it is often necessary to include the so-called “exhaust riser”, a component connected directly to the exhaust manifold. Normally the riser has an external over-wrap where the water that surrounds the exhaust gas pipe circulates, guaranteeing the cooling of the entire circumference of the pipe itself. The exhaust riser of a marine engine aims to guartantee the collection, the mixing and the engine cooling water and fuel gas expulsion.

Exhaust manifolds and risers are therefore essential components for the correct operation of the direct or indirect cooling system of the inboard marine engine.

For all the most common inboard marine engines – Volvo Penta, Yanmar, Iveco Aifo, Mercury Mercuiser just to name a few – SAITO, through its commercial partner SAILOG, sells exhaust manifolds and risers, pipe elbows, bends, dual chamber exhausts and heating exchangers all of them made of stainless steel for deep

When you are on the sea, you have to be in total safety! The marine turbocharger is subject to a different wear from industrial or automotive type. In particular, marine corrosion causes erosion of the metallic components of the turbine housing, with a consequent increase of the space along the compressor wheel of the marine turbocharger. Not to mention the wear caused by the working condition of the marine turbochargers. It works in constant pressure and with the engine constantly under stress - like if you always go uphill on the road - which contributes to greater stress and wear. It produces a reduced reactive time to the power demand, with the following effects: glide delay with repeated attack / detachment of the volumetric compressors, increase of the smoke level. For the above mentioned reasons, SAITO suggests to use new and genuine (original) turbochargers made with noble materials designed to withstand the aforementioned wear conditions. Please contact our sales offices for any kind of advice regarding the purchase of new turbochargers for the most in-use marine engines, like: CATERPILLAR, DETROIT DIESEL, GUASCOR, IVECO AIFO, MAN, MERCRUISER MERCURY MARINE, SCANIA, STEYR, VM MOTORI, VOLVO PENTA, YANMAR, CUMMIN [...]

The Mitsubishi TD04HL turbo has a very low moment of inertia when compared to that of a Garrett T3 and a TB28 while the air flow rate processed by the compressor is very similar to that of a T3 60 Trim. The 6cm2 turbine housing provides an excellent response to low engine revs while maintaining a good permeability at high rpm. The turbine adopts the same gas inlet flange as the original TB28 turbo. The oil seal system on the compressor side is more sophisticated than the original, thus avoiding the classic engine oil consumption that often affects the original application (especially when the turbo is operated at high speeds).

The achievable power is around 260/280 HP with superior component reliability thanks to the standard adoption of a thrust bearing at 360 ° with respect to the original turbo Garrett TB28. The turbine material is Niresist D5, known for its high strength.

The kit includes:

SI300 turbo kit for the legendary Ford sedan

Following the great experience gained in Garrett racing sector’s technical support in the years 1989-91 we decided to rejuvenate this project, still alive in the hearts of many.

Basically the Sierra Cosworth offers a robust and reliable mechanics with a sporty and safe driving but the original turbocharger has an outdated aerodynamics. The thrust bearing of the Garrett T3 is of the open type at 280° and in case of increased pressure of supercharging this will be the Achilles’ heel due to the high axial stresses. To achieve an excellent result both in terms of maximum power but above all a high response at low rpm Saito has choose a very powerful turbocharger of Mitsubishi TD04HL Family. The sizing of the impellers and the section of the turbine has been carried out based on the modern and sophisticated calculation systems adopted for the definition of correspondence between