Small displacement,
lots of power. Forced induction is one of the easiest ways to greatly increase
engine power. To start things off, a quick video on the purpose of
forced induction.
Next, let's look at how a turbocharger creates boost, and the components
involved that aid in the functioning of a turbocharger.
A downside of turbochargers when compared to superchargers is turbo lag. This
means the throttle response is not instantaneous, as the turbine has to spool
up before the engine can produce extra horsepower. See the video for insight on
this topic:
Turbochargers
are interesting devices, and they got me thinking. What if it was possible to
have an engine that could have an on/off selectable turbocharger?
The other common type of forced induction is the
supercharger. Superchargers are belt driven compressors which force additional
air into the engine, allowing more fuel to be burned, increasing power output.
The following video will explain how superchargers work in detail, and will go
into how the roots style supercharger works.
Other types of superchargers include centrifugal superchargers and twin-screw
superchargers, as described below.
There are some automotive topics that don't easily fall into a specialized category. The next lesson will look at several special topics. Examples include the Nissan GT-R and KERS.
Could you do a video on Blow off valves explaining how they work ?
ReplyDeleteI am really under the impression that there is more video on your Youtube channel than in this website. What is the reason ?
ReplyDeleteYou are correct. My latest videos do not get immediately added in to the lessons. I have a blog of my latest videos (click Home) where they can be accessed, or you can go to my channel and check out the new playlists.
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ReplyDeleteI've got this turbo diesel, which had no IC, but I got it one. Here's my doubt:
Before the IC, there was only a little hose between the turbo and the engine. The boost kick was normal but car would lose power after 3k RPM, due to heat.
After the IC ( Got IC and pipes from the same car but version that had it ), I thought I would feel the same boost kick but more lag, but it is still kicking in at 2200-2300 but the boost kick is weaker now. The engine now goes up to 4k RPM easier now.
Is this normal? Shouldn't it be the same kick and more lag than prior IC ?
Could you do a video on magnetorheological suspension....
ReplyDeleteI love turbos, I would really like to see a video of compound turbochargers! I would also like to see video on series (compound) twincharging. Maybe in the same episode?
ReplyDeleteThis comment has been removed by the author.
ReplyDeleteHi, i already asked the same question about this matter (with less details) in your video about twin-scroll turbochargers. I'll post it here hoping that it is easier that you will see it.
ReplyDeleteI'm in the process of design a 3d model of a Triumph T595 engine adding some mods to the original.
Since this kind of engine is quite known for suffering of the central piston rod break, i've thought that replacing the standard crankshaft with a cross designed crankshaft, plus a "H" section rods set, may help to solve the problem.
But, since power is never enough, i've also thought to add a turbo. Unfortunately, being a motorcycle engine, the standard turbo lag is something absolutely unacceptable for driving it safely, so i've thought to use a twincharger set-up, but still there is another issue: the space under the frame is not enough! So lately i've thought to reduce my power output ambitions and use a single little twin-scroll turbo, but here it come another problem. Being the ignition order now different and the number of cylinder uneven, will i be able to put this kind of turbo to the engine and make it work properly with a specifically designed exhaust manifold? Here is my question, thank you in advance, and sorry if my english is not exactly proper! ;)
Just to add, i've also thought of a bi-stadium turbo set-up, but still space is not enough!
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ReplyDeleteCould you explain why a 700hp n.a. or nitrous assisted motor uses less fuel than the same size motor same H.P. using forced induction.
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ReplyDeleteI recently stumbled upon your video about Back Pressure + Exhaust Scavenging, which was very interesting, especially because it's still a convo. But I was very curious as to how it works and applies to forced induction? I've noticed a lot of high HP turbo cars tend to go for big piping diameter, with short pipe. I assume with turbo engines any kind of back pressure would slow the turbine, or do they simply not care due to large amounts of boost? I am also very curious about how exhaust flow effects on supercharged engines
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