auxilary Posted June 10, 2003 Share Posted June 10, 2003 Where's the turbo? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oh, there it is Quote Link to comment Share on other sites More sharing options...
Jwink25 Posted June 10, 2003 Share Posted June 10, 2003 Ummm...why would anyone do that? Would performance suffer becasue of the extra long piping? Why would he want to hide it? If he is trying to street race people and say he doesn't have a turbo...wouldn't they ask, where does that pipe go , it just disappears under the engine...I would be following that pipe to see where it leads. Other than that, it does look kinda cool. Oh! wait, would it have anything to do with keeping the turbo cooler? Would this make up for the loss of power, do to the length of the pipes? I am still learning about turbos. Just my .02 Jason Quote Link to comment Share on other sites More sharing options...
Guest Dan0myte Posted June 10, 2003 Share Posted June 10, 2003 Man, that thing will have the biggest turbo lag EVER. Not to mention unsafe having such a major heat producer right next to the gas tank, and the fact that any road debris could destroy the turbo. Quote Link to comment Share on other sites More sharing options...
David K Posted June 10, 2003 Share Posted June 10, 2003 The heat would probably be the same as any muffler next to a gas tank. its not right next to the manifolds, so it would cool down lots before entry into the turbo. On that v8, he has torque to overcome the turbo lag. By the time the turbo kicks in, hes already hauling ass, and then you better hold on! Also, thats a lot of pressure going through the exhaust. It might not have as much lag as yall think since he is running a single exhaust to the turbo and after the turbo, letting the pressure build up fast. Overall, thats a wise idea, he gets very cool air because its in the rear of the exhaust where everything is cooler than next to the block. Kudos to that guy, thats a great design. Im just concerned about the filter placement, and the exposure the oil supply line has. Quote Link to comment Share on other sites More sharing options...
Guest Tim78zt Posted June 10, 2003 Share Posted June 10, 2003 yeah David, why didn't they just cut a hole in the floorboard and run the intake/filter up inside the car? Instant cold air intake!! It could even double as a cup holder for the rear-seat passengers. Probably have a cool sound too! Tim78zt Quote Link to comment Share on other sites More sharing options...
Jwink25 Posted June 10, 2003 Share Posted June 10, 2003 You might be on to something there...if you hook up the airconditioning system to your intake. Would that give you more power than it eats, when it's on? I am thinking no, but if you are going to have it on anyway... might as well try and get some of your lost power back. He he he Jason Quote Link to comment Share on other sites More sharing options...
Guest Thurem Posted June 10, 2003 Share Posted June 10, 2003 I think Lingenfeld does something similar to TT Corvettes, because of spaceconstraints. Thure Quote Link to comment Share on other sites More sharing options...
johnc Posted June 10, 2003 Share Posted June 10, 2003 Heh, heh, heh... Been done before by a cheating bastard drag racer I knew. He was able to run most of a season, winning every event in a Street Modified import class. What finally gave him away was an interior fire caused by the turbo melting the foam in the passenger seat. Yes, I typed that correctly. Quote Link to comment Share on other sites More sharing options...
Guest gprix1 Posted June 10, 2003 Share Posted June 10, 2003 Wayyyy too much lag I would think. And the turbo loses a lot of it's primary energy source, hot compressed gasses expanding/cooling rapidly at the turbine. Read the multi-part series under "Turbo Fundamentals" http://www.dsm.org/menu.epl?item=246 Quote Link to comment Share on other sites More sharing options...
Guest gprix1 Posted June 10, 2003 Share Posted June 10, 2003 For those who can't deal with clicking on a link here is the meat of the subject as it pertains to this thread: It is a common misconception that the exhaust turbine half of a turbo is driven purely by the kinetic energy of the exhaust smacking into it (like holding a kid's tow pinwheel behind your tailpipe) While the kinetic energy of the exhaust flow does contribute to the work performed by the turbo, the vast majority of the energy transfered comes from a different source. Keep in mind the relationship between heat, volume, and pressure when we talk about gasses. High heat, high pressure, and low volume are all high energy states, low heat, low pressure, and large volumes are low energy states. So our exhaust pulse exits the cylinder at high temperature and high pressure. It gets merged with other exhaust pulses, and enters the turbine inlet - a very small space. At this point, we have very high pressure and very high heat, so our gas has a very high energy level. As it passes through the diffuser and into the turbine housing, it moves from a small space into a large one. Accordingly, it expands, cools, slows down, and dumps all that energy - into the turbine that we've so cleverly positioned in tho housing so that as the gas expands, it pushes against the turbine blades, causing it to rotate. Presto! We've just recovered some energy from the heat of the exhaust, that otherwise would have been lost. This is a measureable effect: Stick an EGT upstream and downstream of the turbo, and you see a tremendous difference in temperature. So, in real world terms, what does this tell us? All else being equal, _The amount of work that can be done across an exhaust turbine is determined by the pressure differential at the inlet and outlet_ (in english, raise the turbo inlet pressure, lower the outlet pressure, or both, and you make more power) Pressure is heat, heat is pressure. Raising the inlet pressure is possible, but tough. Lowering the outlet pressure is easy - just bolt on a bigger, free flowing exhaust. I've seen a couple of posts from people who added aftermarket exhausts, who report "my turbo spools up faster now" Well, that's because by lowering the outlet pressure, you increased the pressure differential, and now the exhaust gas can expand more, and do more work. That increased work pushes harder on your turbo, and it spools up faster. You should also see less boost drop at redline, because if an exhaust system is flow-limited, once you pass the flow limit of the system, any additional gasses you try and force through it only raise the outlet pressure. Higher outlet pressure, lower pressure differential, less work, less boost. Quote Link to comment Share on other sites More sharing options...
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