i want boost...

[BOSS]

I’m always eager to learn.

Could you please explain how a Turbo robs horsepower from the engine?

x2 I'd love to hear the explanation.....I'm considering doing both


B O S S

 

[MotRhead]

x2 I'd love to hear the explanation.....I'm considering doing both


B O S S

I think its because the turbo is a restriction in the Exhaust system , we all know that the better an engine breathers ( inhales and exhales ) the more power , both a TC and SC help cram air into the motor , but only a turbo restricts the exit

Something like that i think...

 

[95TwinTT]

I think its because the turbo is a restriction in the Exhaust system , we all know that the better an engine breathers ( inhales and exhales ) the more power , both a TC and SC help cram air into the motor , but only a turbo restricts the exit

Something like that i think...

Thank you for pointing out the biggest misconception in the motoring world.

Turbo’s do not produce their power from the exhaust blowing through, but rather from the massive heat causing expansion of the gasses.

Here is a test for you. Put your turbo charged car in neutral and slowly bring the rpm’s up to 6,000. You will notice that the turbo is just sitting there doing nothing.

Bring it back down to an idle, now if you floor it, introducing a burst of heat, the turbo takes off and starts blowing.

When you have forced induction of any kind, the exhaust plumbing is not as important as in N/A applications. Obviously larger exhaust helps, but it all depends on how efficient of a system you are building.

 

[iwaslowr]

Looks like an STS kit... or similar. Too bad the only sound in the vid is the song...

[yt]8OG9s_ZNvjM&feature=fvw\[/yt]

 

[brndns_hoe]

well...either way you go, it will be faster than my naturally aspirated tahoe lol

 

[JennaBear]

I’m always eager to learn.

Could you please explain how a Turbo robs horsepower from the engine?

In short... Turbo does not spin by heat, it spins from pressure. That pressure is a restriction that the engine must work against on each and every exhaust stroke. In a turbo 20psi exhaust back pressure robs 2% engine power.

Where an N/A and S/C engine largely is able to freely "exhale" with little to no effort, the turbo can require significant force to do so.

This is all under boost of course. Any FI system worth running these days will have very little parasitic drag under vacuum.

 

[95TwinTT]

In short... Turbo does not spin by heat, it spins from pressure. That pressure is a restriction that the engine must work against on each and every exhaust stroke. In a turbo 20psi exhaust back pressure robs 2% engine power.

Where an N/A and S/C engine largely is able to freely "exhale" with little to no effort, the turbo can require significant force to do so.

This is all under boost of course. Any FI system worth running these days will have very little parasitic drag under vacuum.

I agree. Everything you mention here is true. Perhaps a little out of context though. I think it would be fair to say, when there is back pressure on a turbo charger, but, at that same time, there is positive pressure coming in the intake, that all but neutralize that issue.

I think you would agree, it is not the same as back pressure on a N/A engine.

As far as heat goes, the higher the exhaust temperature, the faster the turbo will spin. The pressure and temperature drop across the turbine wheel, (expansion) provides the power to drive the compressor.

Bottom line: a turbocharger uses waste heat to produce boost, without consuming fuel to power the compressor.

You mentioned not having parasitic drag under vacuum. To me the concern would be, the parasitic drag, at full boost. The interesting thing to me is the Turbo requires a “waste gate” to stop the chain reaction. Otherwise the turbo would outrun the octane of the gas.

The only time exhaust restriction is an issue is in normally aspirated engines. In a N/A application, any obstruction in the air path, from air cleaner to tail pipe, is going to reduce efficiency.


I have two engines that are identical 383’s. Same heads, cam, cranks, rods, etc. The only difference between them is one is supercharged and the other is turbocharged.

They both for all practical purposes, put out the same power. The Camaro is 580 RWHP and the Tahoe is 575. The Camaro is running 15 psi boost and the Tahoe is at 12 PSI. One pound of boost, is worth about 50 hp.

In other words, if the Tahoe were running @ 15 psi boost, it would be 725 RWHP. So that would seem to be, roughly the amount of hp, the S/C is drawing.

Anyway, thanks for your input. This would be a good topic to discuss over a couple of beers.

Here are a couple of fun video’s for anyone that wants to learn more about forced induction, from the master Gale Banks……




http://www.youtube.com/watch?v=Z3iBKwcQ3Yc

http://www.youtube.com/watch?v=poCsdMrm998&NR=1



.

 

[BOSS]

In short... Turbo does not spin by heat, it spins from pressure. That pressure is a restriction that the engine must work against on each and every exhaust stroke. In a turbo 20psi exhaust back pressure robs 2% engine power.

Where an N/A and S/C engine largely is able to freely "exhale" with little to no effort, the turbo can require significant force to do so.

This is all under boost of course. Any FI system worth running these days will have very little parasitic drag under vacuum.

So which as more drag, a SC or a Turbo? Still trying to digest that LOL!


B

 

[Rollin Thunder]

I agree. Everything you mention here is true. Perhaps a little out of context though. I think it would be fair to say, when there is back pressure on a turbo charger, but, at that same time, there is positive pressure coming in the intake, that all but neutralize that issue.

I think you would agree, it is not the same as back pressure on a N/A engine.

As far as heat goes, the higher the exhaust temperature, the faster the turbo will spin. The pressure and temperature drop across the turbine wheel, (expansion) provides the power to drive the compressor.

Bottom line: a turbocharger uses waste heat to produce boost, without consuming fuel to power the compressor.

You mentioned not having parasitic drag under vacuum. To me the concern would be, the parasitic drag, at full boost. The interesting thing to me is the Turbo requires a “waste gate” to stop the chain reaction. Otherwise the turbo would outrun the octane of the gas.

The only time exhaust restriction is an issue is in normally aspirated engines. In a N/A application, any obstruction in the air path, from air cleaner to tail pipe, is going to reduce efficiency.


I have two engines that are identical 383’s. Same heads, cam, cranks, rods, etc. The only difference between them is one is supercharged and the other is turbocharged.

They both for all practical purposes, put out the same power. The Camaro is 580 RWHP and the Tahoe is 575. The Camaro is running 15 psi boost and the Tahoe is at 12 PSI. One pound of boost, is worth about 50 hp.

In other words, if the Tahoe were running @ 15 psi boost, it would be 725 RWHP. So that would seem to be, roughly the amount of hp, the S/C is drawing.

Anyway, thanks for your input. This would be a good topic to discuss over a couple of beers.

Here are a couple of fun video’s for anyone that wants to learn more about forced induction, from the master Gale Banks……




http://www.youtube.com/watch?v=Z3iBKwcQ3Yc

http://www.youtube.com/watch?v=poCsdMrm998&NR=1



.

But you have 1 super charger, to two turbo chargers. If you removed one of the turbo chargers you would be at about 350-400 HP.

 

[95TwinTT]

But you have 1 super charger, to two turbo chargers. If you removed one of the turbo chargers you would be at about 350-400 HP.

They are two smaller turbo's, sized for the engine. The two equal the one Vortech T trim.

It goes by the boost attained.

---------- Post added at 09:57 PM ---------- Previous post was at 09:56 PM ----------

So which as more drag, a SC or a Turbo? Still trying to digest that LOL!


B

The Supercharger obviously has more drag if it eats 150 horsepower in the same application..........