what compresses the air ... is a turbine that spins because exhaust gases expelled by the engine are expanding as they leave the combustion chamber, is it not?
Part 2: IIRC from physics/chemistry class, pressure and heat are directly related, yes? If that is the case, it is not so much that a turbo uses heat, but the amount of heat decreases because the exhaust gas is expanding as it cools. This is bernoulli's (sp?) principle happening to the turbine blades isn't it?
1: The exhaust flow does work on the turbine, that work is transferred the the compressor side via a shaft. The compressor compresses (oddly enough ) the air.
2: Yes, pressure, temperature and volume are directly related.
work done by a turbine is the sum of the ethalpy, kinetic energy, and potential energy changes of the media (air in this case).
The contention in this thread is the ethalpy term apparently.
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David Wright
1988 Nissan 300ZX Turbo SS
1998 Audi A4 1.8TQ - the winter beater
1990 VW Cabriolet - GF's new project :)
Enthalpy is how much work the expelled exhaust gases can do right? If so, than as the volume of the exhaust gases increase, the faster it can compress right? Also if H = E + PV ( Enthalpy = Energy + (Pressure*Volume) ), than more heat means more work can be done, yes? Therefore turbos DO use heat to compress air and it does make sense to keep the turbine close to the combustion chamber, since that is when the gases are the "hottest" and therefore have more energy. This also explains why turbos do run make exhaust cooler.
Enthalpy is how much work the expelled exhaust gases can do right? If so, than as the volume of the exhaust gases increase, the faster it can compress right? Also if H = E + PV ( Enthalpy = Energy + (Pressure*Volume) ), than more heat means more work can be done, yes? Therefore turbos DO use heat to compress air and it does make sense to keep the turbine close to the combustion chamber, since that is when the gases are the "hottest" and therefore have more energy. This also explains why turbos do run make exhaust cooler.
I think you are the only person so far to have reasoned this out......
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1992 Yamaha FZR 1000. 145 Hp, all stock..
Whoa now I started the thread There is one way to solve this but I doubt anyone would do. Put 2 EGT sensors in their turbocharged car. One Pre-Turbo and one post-turbo.
Anyone?
EDIT I have a nice Pyrometer that I might go check at idle what the temps are. Of course this would just be at idle and the metal temps. I guess it wouldn't be to accurate. It would have to be under boost.
doesnt have to be solved, its been solved for decades.
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There can only be one Icy Hot Stunta, Don't Hate.
The "bundle of snakes" manifold setup is best, timing the exhaust pulses in a linear fashion, keeping a more constant source of heat and pressure going into the turbine chamber.... But if you notice, they are still located extremely close to the combustion chambers. Factory exhaust manifolds are not built to maximize performance such as these are.
Water-cooled turbos have coolant running through the center housing to simply keep the extremely hot center section from frying the oil when the engine is turned off, and during periods of low oil flow such as at idle rpm. The water temperature does not affect actual turbine operation in the slightest. There are oil only turbos, where the oil provides cooling as well as lubrication, but the oil flow and galley size in those is much larger than factory water cooled turbos. As I recall, most oil only turbos are also ball bearing, which tend to operate much cooler (in the center section) and also require less oil than conventional oil bearing turbos.
But I digress, chimmike has already explained all this.
Its a trade off, the shorter the primary tubes, the better the turbine efficenciy, the longer and closer to the proper tuned length, the VE is better but the TE falls off. When I design a turbo manifold, I use a harmonic of the tuned length for a shorter runner and use a pulse converter design pairing cylinders 1-4 and 2-3 so pulse energy and heat energy are best ustilized.
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There can only be one Icy Hot Stunta, Don't Hate.
Thanks a lot
I'll build it next week
I am fabricating the conectors for the oil feed and return, and already got a bov from a toyota glanza
I'll post pics
Btw anybody knows if the ct9 turbo can be used in a draw through config?
Thanks in advance
Thanks a lot
I'll build it next week
I am fabricating the conectors for the oil feed and return, and already got a bov from a toyota glanza
I'll post pics
Btw anybody knows if the ct9 turbo can be used in a draw through config?
Thanks in advance
Want to elaborate a little more on what you're doing?
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1992 Yamaha FZR 1000. 145 Hp, all stock..
) the air.
Linear Mode
