hustler

iTrader: (6)

Your legacy.

Braineack

iTrader: (62)

well someone got it all wrong. although I do like "30 rock"

RotorNutFD3S

iTrader: (33)

Why? Their .pdf says they are not using it.

shuiend

iTrader: (24)

Do they come in full v-band and same form factor as my current 2871?

Saml01

iTrader: (9)

I find it interesting that the turbine side has no exducer, the wheels is one constant radius. I'm no expert but I assume that reduces back pressure.

Paging Joe Perez.

triple88a

iTrader: (2)

Technically you're talking about the Inducer as on a turbine its flipped.




On a standard turbine there is a radius between the inducer and exducer as the flow of exhaust is inserted from the vertical and exits on the horizontal.

On the dualboost design the flow goes from vertical to the horizontal via that heat shield and then it enters the turbine wheel horizontally and exits horizontally.

triple88a

iTrader: (2)

Check this ---- out.

Honeywell Turbo Technologies » VNT

Full_Tilt_Boogie

iTrader: (1)

***** old. I saw turbos like this in a 50 year old book about stationary engine design.

Theyre just using an axial turbine instead of a radial turbine.

TurboTim

iTrader: (9)

I like it a lot.

triple88a

iTrader: (2)

Well i'm sure if we just reconfigure something the right way we'd be able to go light speed too.

soviet

iTrader: (10)

where did I hear this before?

oh right here
so much love.

Anyways I think it's neat and all. Will the 2013 Indy Dallara chassis use this turbo?

njn63

iTrader: (4)

The fact they're using a Dallara chassis should tell you how much they care about using the best equipment.

Braineack

iTrader: (62)

nissan delta fan?

aaronc7

iTrader: (8)

how long till dualboost churbo?

njn63

iTrader: (4)

Negative, F1 fan. Dallara built HRT's first car and it was slower than the GP2 cars at some circuits.

Braineack

iTrader: (62)

can you believe they actually seriously submitted that to indy for the 2012 chassis?

hustler

iTrader: (6)

Ouch.

JKav

iTrader: (1)

You are right, larger diameters generally eke out higher efficiency than smaller ones (b/c blade clearances do not scale with diameter). The dual compressors allow higher shaft speeds for a given mass flow, though, which the turbine likes quite a lot (it provides a more favorable blade speed ratio, improving turbine efficiency).

The axial turbine deal is pretty clever. Compared to radials, axials can't do high expansion ratios (which is why you see multiple axial stages on aircraft) but they can operate with higher efficiency over more of the operating range.

This efficiency advantage of axials is particularly large when the exh gas velocity is high compared to the turbine tip speed, precisely the situation that presents itself during an engine's blowdown period. The axial is simply better able to convert the engine's exh pulse energy into boost.

And compared to radial, the axial is inherently a tidier wheel (lower mass, less inertia). The inertia situation is further improved by the higher rotational speeds, which lets everything get smaller and less inertia-y.

On top of that, there's a big reduction in aero-induced thrust load on the rotating group. Less thrust load = lower bearing losses = more zippier turbo.

To me the coolest part is that the improvement in transient response comes without adding much if any cost. The construction of a dualboost turbo is basically the same as a traditional wastegated turbo.