CRTEK 3 EVO 6 & 7

EVO 6 & 7 CRTEK CRTEK the Chip-Racing power packs
CRTEK 1 Chip-Racing ECU calibration
CRTEK 2 ECU calibration incl. Exhaust cat-back or turbo back and airfilter or airbox CRTEK 3 ECU calibration, airbox, bigger turbo and injectors, oelcooler and other cooling parts
3 DYNO Tune

Reprogramming the ECU
HKS  HKS Co., Ltd. (株式会社エッチ・ケー・エス Kabushiki-gaisha Ecchi Kē Esu?) (JASDAQ: 7219) is a publicly traded company headquartered in Fujinomiya, Shizuoka Prefecture, Japan specializing in the production and sales of aftermarket and accessory automotive parts and components.HKS was formed in 1973 by Hiroyuki Hasegawa, a former engineer for Yamaha Motor Company, and his partner Goichi Kitagawa, while the start up capital was supplied by Sigma Automotive (hence the name HKS). The company began operations by tuning gasoline-powered engines in a dairy-farming shed at the foot of Mount Fuji in Japan. Their goal was to design and build high performance engines and components that major OE (original equipment) manufacturers could not or would not produce. In July 1974, Hasegawa engineered and built the first commercialized turbocharger kit for passenger automobiles; since then developing turbocharger upgrades and bolt-on turbocharger kits that subsequently became the core business of HKS. Hasegawa also created the first commercially available electronic turbo timer and boost controller.
HKS is a publicly traded company with an international sales and distribution network spanning Asia, Europe, Australia and the Americas to support its customer base. The main manufacturing and R&D facility is at the foot of Mount Fuji. Subsidiary companies have been established in California (HKS USA), Cambridgeshire, England (HKS Europe), and Bangkok, Thailand (HKS Thailand). HKS USA, established in 1982, shut down operations in 2011 electing instead to use wholesale distributors to handle their supply chain in the USA. Motovicity Distribution was selected as the North American warehouse for HKS where a full inventory of products is maintained for HKS’ North American customers. (Wikipedia)
Catback Exhaust
HKS  HKS Co., Ltd. (株式会社エッチ・ケー・エス Kabushiki-gaisha Ecchi Kē Esu?) (JASDAQ: 7219) is a publicly traded company headquartered in Fujinomiya, Shizuoka Prefecture, Japan specializing in the production and sales of aftermarket and accessory automotive parts and components.HKS was formed in 1973 by Hiroyuki Hasegawa, a former engineer for Yamaha Motor Company, and his partner Goichi Kitagawa, while the start up capital was supplied by Sigma Automotive (hence the name HKS). The company began operations by tuning gasoline-powered engines in a dairy-farming shed at the foot of Mount Fuji in Japan. Their goal was to design and build high performance engines and components that major OE (original equipment) manufacturers could not or would not produce. In July 1974, Hasegawa engineered and built the first commercialized turbocharger kit for passenger automobiles; since then developing turbocharger upgrades and bolt-on turbocharger kits that subsequently became the core business of HKS. Hasegawa also created the first commercially available electronic turbo timer and boost controller.
HKS is a publicly traded company with an international sales and distribution network spanning Asia, Europe, Australia and the Americas to support its customer base. The main manufacturing and R&D facility is at the foot of Mount Fuji. Subsidiary companies have been established in California (HKS USA), Cambridgeshire, England (HKS Europe), and Bangkok, Thailand (HKS Thailand). HKS USA, established in 1982, shut down operations in 2011 electing instead to use wholesale distributors to handle their supply chain in the USA. Motovicity Distribution was selected as the North American warehouse for HKS where a full inventory of products is maintained for HKS’ North American customers. (Wikipedia)
Air Filter
High Volume Fuel Pump
RC 750cc Injectores
HKS  HKS Co., Ltd. (株式会社エッチ・ケー・エス Kabushiki-gaisha Ecchi Kē Esu?) (JASDAQ: 7219) is a publicly traded company headquartered in Fujinomiya, Shizuoka Prefecture, Japan specializing in the production and sales of aftermarket and accessory automotive parts and components.HKS was formed in 1973 by Hiroyuki Hasegawa, a former engineer for Yamaha Motor Company, and his partner Goichi Kitagawa, while the start up capital was supplied by Sigma Automotive (hence the name HKS). The company began operations by tuning gasoline-powered engines in a dairy-farming shed at the foot of Mount Fuji in Japan. Their goal was to design and build high performance engines and components that major OE (original equipment) manufacturers could not or would not produce. In July 1974, Hasegawa engineered and built the first commercialized turbocharger kit for passenger automobiles; since then developing turbocharger upgrades and bolt-on turbocharger kits that subsequently became the core business of HKS. Hasegawa also created the first commercially available electronic turbo timer and boost controller.
HKS is a publicly traded company with an international sales and distribution network spanning Asia, Europe, Australia and the Americas to support its customer base. The main manufacturing and R&D facility is at the foot of Mount Fuji. Subsidiary companies have been established in California (HKS USA), Cambridgeshire, England (HKS Europe), and Bangkok, Thailand (HKS Thailand). HKS USA, established in 1982, shut down operations in 2011 electing instead to use wholesale distributors to handle their supply chain in the USA. Motovicity Distribution was selected as the North American warehouse for HKS where a full inventory of products is maintained for HKS’ North American customers. (Wikipedia)
GT7640 Turbo
ARP  They say that to be successful you must identify a need and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel saw that many of his friends’ broken engines were caused by fastener failure.

At the time, there were no commercially available studs and bolts up to the challenge. So Holzapfel called upon his many years of fastener making experience for a leading aerospace subcontractor and founded ARP® (Automotive Racing Products).

In the ensuing years, the firm has grown from what was literally a backyard garage workshop into a highly diversified manufacturer with five operational entities in Southern California with a combined area in excess of 200,000 square feet. These include forging, machining, finishing and packaging/warehousing facilities in Santa Paula and Ventura, California.

There is even a unique racing-themed restaurant at the main Santa Paula facility - called “Hozy’s Grill” - which is open to the public.
Today, ARP’s product line contains thousands of part numbers, and has expanded to include virtually every fastener found in an engine and driveline. These range from quality high performance OEM replacement parts to exotic specialty hardware for Formula 1, IndyCar, NASCAR and NHRA drag racing and marine applications.

(ARP)
Conrod  In a reciprocating piston engine, the connecting rod or conrod connects the piston to the crank or crankshaft. Together with the crank, they form a simple mechanism that converts linear motion into rotating motion.
Connecting rods may also convert rotating motion into linear motion. Historically, before the development of engines, they were first used in this way.
As a connecting rod is rigid, it may transmit either a push or a pull and so the rod may rotate the crank through both halves of a revolution, i.e. piston pushing and piston pulling. Earlier mechanisms, such as chains, could only pull. In a few two-stroke engines, the connecting rod is only required to push.
Today, connecting rods are best known through their use in internal combustion piston engines, such as car engines. These are of a distinctly different design from earlier forms of connecting rods, used in steam engines and steam locomotives

In modern automotive internal combustion engines, the connecting rods are most usually made of steel for production engines, but can be made of T6-2024 and T651-7075 aluminum alloys[citation needed] (for lightness and the ability to absorb high impact at the expense of durability) or titanium (for a combination of lightness with strength, at higher cost) for high performance engines, or of cast iron for applications such as motor scooters. They are not rigidly fixed at either end, so that the angle between the connecting rod and the piston can change as the rod moves up and down and rotates around the crankshaft. Connecting rods, especially in racing engines, may be called "billet" rods, if they are machined out of a solid billet of metal, rather than being cast.
The small end attaches to the piston pin, gudgeon pin or wrist pin, which is currently most often press fit into the connecting rod but can swivel in the piston, a "floating wrist pin" design. The big end connects to the bearing journal on the crank throw, in most engines running on replaceable bearing shells accessible via the connecting rod bolts which hold the bearing "cap" onto the big end. Typically there is a pinhole bored through the bearing and the big end of the connecting rod so that pressurized lubricating motor oil squirts out onto the thrust side of the cylinder wall to lubricate the travel of the pistons and piston rings. Most small two-stroke engines and some single cylinder four-stroke engines avoid the need for a pumped lubrication system by using a rolling-element bearing instead, however this requires the crankshaft to be pressed apart and then back together in order to replace a connecting rod.
The connecting rod is under tremendous stress from the reciprocating load represented by the piston, actually stretching and being compressed with every rotation, and the load increases to the square of the engine speed increase. Failure of a connecting rod, usually called "throwing a rod" is one of the most common causes of catastrophic engine failure in cars, frequently putting the broken rod through the side of the crankcase and thereby rendering the engine irreparable; it can result from fatigue near a physical defect in the rod, lubrication failure in a bearing due to faulty maintenance, or from failure of the rod bolts from a defect, improper tightening. Re-use of rod bolts is a common practice as long as the bolts meet manufacturer specifications. Despite their frequent occurrence on televised competitive automobile events, such failures are quite rare on production cars during normal daily driving. This is because production auto parts have a much larger factor of safety, and often more systematic quality control.
When building a high performance engine, great attention is paid to the connecting rods, eliminating stress risers by such techniques as grinding the edges of the rod to a smooth radius, shot peening to induce compressive surface stresses (to prevent crack initiation), balancing all connecting rod/piston assemblies to the same weight and Magnafluxing to reveal otherwise invisible small cracks which would cause the rod to fail under stress. In addition, great care is taken to torque the connecting rod bolts to the exact value specified; often these bolts must be replaced rather than reused. The big end of the rod is fabricated as a unit and cut or cracked in two to establish precision fit around the big end bearing shell. Therefore, the big end "caps" are not interchangeable between connecting rods, and when rebuilding an engine, care must be taken to ensure that the caps of the different connecting rods are not mixed up. Both the connecting rod and its bearing cap are usually embossed with the corresponding position number in the engine block.
Recent engines such as the Ford 4.6 liter engine and the Chrysler 2.0 liter engine, have connecting rods made using powder metallurgy, which allows more precise control of size and weight with less machining and less excess mass to be machined off for balancing. The cap is then separated from the rod by a fracturing process, which results in an uneven mating surface due to the grain of the powdered metal. This ensures that upon reassembly, the cap will be perfectly positioned with respect to the rod, compared to the minor misalignments which can occur if the mating surfaces are both flat.
A major source of engine wear is the sideways force exerted on the piston through the connecting rod by the crankshaft, which typically wears the cylinder into an oval cross-section rather than circular, making it impossible for piston rings to correctly seal against the cylinder walls. Geometrically, it can be seen that longer connecting rods will reduce the amount of this sideways force, and therefore lead to longer engine life. However, for a given engine block, the sum of the length of the connecting rod plus the piston stroke is a fixed number, determined by the fixed distance between the crankshaft axis and the top of the cylinder block where the cylinder head fastens; thus, for a given cylinder block longer stroke, giving greater engine displacement and power, requires a shorter connecting rod (or a piston with smaller compression height), resulting in accelerated cylinder wear.
(Wikipedia)
Bolts

420HP/ 520NM

Art.Nr.: CR-EVO603

Hersteller: Chip-Racing

0 Bewertung(en) | Bewertung schreiben

8'500.00 CHF

incl. 8 % MwsT zzgl. Versandkosten

Sofort versandfähig, ausreichende Stückzahl
+ -

Empfohlenes Zubehör (1)

ETS Intercooler Mitsubishi Evo 7-9

ETS Intercooler Mitsubishi Evo 7-9 Pressure Checked at 35psi Bolt on design retains crash beam (3'' and 3.5'') Fills entire grill with core Eliminates excessive piping Full Mandrel Bent 2.5'' Piping... [mehr]

890.00 CHF

incl. 8 % MwsT zzgl. Versandkosten

Derzeit nicht an Lager, Ware wird für sie bestellt
mehr Details