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Now this one I have to think about. Mainly the "why" part. Interesting idea, though. |
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Sounds feasible, with the possible advantage of having an unimpeded airflow at "full throttle" i.e. no throttle butterfly in the airstream. |
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Some sort of fail-safe mechanism would be required though. Conventional throttles have springs that will return the butterfly to a closed position should a cable snap etc. This idea needs a device that prevents things from just going faster and faster in the event of a malfunction. |
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The 2005 Buick Park Avenue Ultra is just one of the many supercharged street vehicles available without a ginormous through-the-hood blower. The setup you describe is used on race cars, yes, but they produce about 35lbs of boost through a combination of cold ram air and mechanical compression. Most production superchargers live quietly under the hood and make between 5-10lbs. Very hard to blow an engine at those levels. |
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This is somewhat related to my vacuum-powered alternator, in that when an engine is supposed to be powered down, drawing the air through a turbine and extracting energy from it would actually improve efficiency even beyond the free energy the turbine would provide. |
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Pa've, Jaguar seem to quite like the supercharger, on their XKR for instance. It's still very much a production item. |
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Long live the hotrod, indeed. Why shouldn't it run on hydrogen with an IC engine? |
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/Another big problem with a super stack poking through the hood is that in most states, that's not street legal./ |
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Luckily the rest of the world is a big place. |
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If you control this 'charger through a CVT, what's to prevent a control-lag induced oscillation? The engine won't react instantly to inputs (inertia, you know), but then it speeds up in response to the charger, which is now blowing harder, and harder, so you back off, and it goes slower, and sloooowwweeer.
A great device for people who can't settle on a throttle setting. Every drive would be a foot-stomping thrill! |
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I had a similar idea myself. One thing you should note is that if there is a lower pressure on the output side of the supercharger, the power needed to drive it is negative, ie you put power back into the engine. It might even be enough to make up for the lower efficiency of the lower compression required for a supercharger. |
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I read about a study on lag with different types of supercharger. A turbo took something 150 cycles (300 revolutions) of the engine to develop full boost. A centrifugal supercharger took 17, and a positive displacement supercharger? Just 4. As you can see lag wouldn't be an issue with the right type of supercharger. |
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The electric throttle seems to work ok, I see no reason why a small CVT has to have a longer delay than an electric throttle. |
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