Post Gordon ~ Thoughts, Commentary & Reflections

Forced Induction Primer:

Turbochargers use mostly wasted energy (heat from the exhaust) to create more power without a bigger engine. It works by forcing more air into the engine than atmospheric pressure would otherwise allow. More air means more fuel can be injected = more power. Cue Tim Allen grunt...

The turbocharger's compressor is like a fan inside the intake tract. Attached to it by a shaft is the impeller, a similar fan-like device located in the exhaust stream. The engine's exhaust has to turn the impeller to escape, this turns the compressor which forces more air into the engine.

Normally you'll reach a point where you want to control the boost. The usual method is a wastegate -- a port that opens allowing exhaust to bypass the impeller, which prevents the impeller from spinning any faster.

So what's the intercooler for?

Recall the ideal gas law: PV=nRT
P- pressure
V-volume
n- amount of gas
R-ideal gas constant
T- temperature

If you want more air ("n") in the same amount of space ("V"), then you need to increase the pressure ("P"). In turbo parlance, you want more boost. But when you increase the pressure, a side-effect is that you also increase the temperature ("T").

An intercooler (automotive terminology) or charge air cooler (diesel terminology) is basically a radiator for your turbocharged air. Hot air passes through the inside, while cool air (or sometimes water) flows around the external fins extracting heat.

Intercooling allows you to make more power at the same boost. It isn't a requirement though, intercoolers were rare in the early days of turbocharging.


PS: by the time you actually split cottonwood, you've probably worked up enough sweat not to need a fire...

PPS: If you're going to burn cottonwood, mix in some manzanita or similar hot-burning hardwood. Cuts down on the smoke. Besides, manzanita can't usually be burned straight in today's fireplaces -- too hot.

 

It lools like it will bolt up but may need to swap the bellhousing drive line will be close but have a guy near by (so mechanic says) that can properly adjust it if its to long and make a new one if its to short.
Yeah if either of knew specifics would remove first and add a high gear to helo bring down rpms at highways speeds just dont have time to research and get it done right now so will be happy to get in and works properly.

 

Hope for a Happy & healthy new year to us all! Thanks' to Victor for this thread and all of the contributors for all the informative posts! I must offer the one shout out, Go Green, my Daughters' Alma Mater. Zippe.

 

I have to disagree with Veltman on this point. High performance naturally aspirated engines have been exceeding 100% VE for decades.

To breathe in more than 100% of the available air, these engines use acoustic tuning (technical term: Helmholtz resonance). By adjusting the length of the exhaust headers & intake manifolds, engine designers can tune for a narrow range of rpm where the sound waves (from combustion or closing valves) reflect back at just the right time to force a little extra air through the intake or to suck just a little extra air out of the exhaust.




This is why when you buy headers for a popular engine, say the 350 chevy, they often have a number of options to suit various applications (longer tubes generally being tuned for lower rpm, and shorter being tuned to use fractional wavelengths for higher rpm).




Toyota (er Yamaha) had the first production engine in the US to use variable resonance tuning, introducing its "TVIS" intake system on the 1984 MR2. Put simply, it was 2 intake manifolds in one, with a valve that would switch to a shorter runner length once you reached about 5000rpm. Made a little bump in dyno graphs:



Ford (er Yamaha) did a similar thing with their DSI on the 1989 Taurus SHO.

 

Comment

As a somewhat-educated nerdy kind of guy, I do appreciate references, including graphs, when a writer discusses a technical topic. Whether they are "right" or not, doing so is much better than just reading words or opinions. Thanks for yours, Victor and double yellow.

 

I had the day off today.

My run tomorrow is a two stop load going to the St.Louis area.

The first stop is in Bridgeton,Mo. The second stop is the same as Victor and I delivered to on Wednesday.

 

Well was not a good day the new to me autoshift does not have a spot for the splitter ther rear housing is 5" shorter so no way to make it work or take two to make one after some research it appears the new was full auto not just the top 2 gears. So off in the am to return and hunt down a proper tranny.