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10-31-2011, 07:19 PM | #23 |
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I think is because they dont want to give too much detail or other companies might try to steal the idea. Just maybe...
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10-31-2011, 08:24 PM | #24 | |
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10-31-2011, 08:29 PM | #25 |
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Forget efficiency, forget response.......they have gotten good at reducing lag......what this REALLY solves, IS HIGH-REVS!!!!!!
![]() ![]() This will make it possible to have the efficiency and low end torque of the N54/N55, the flat torque curve like the S65, and the high-revs of the S65 That last one is the one that makes me ![]() ![]() Cheers, e46e92
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10-31-2011, 11:23 PM | #26 |
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This may be a dumb question to those who understand this better than I. If the power "spooling" of a smaller turbo is quicker and the larger turbo longer. Wouldn't it make sense to have a bi-turbo that uses two different size turbos?
At lower revs the smaller of the two would deliver the quick response needed off the line and the larger on to keep the power going longer at the top end? I drive a Bentley Continental V12 Twin Turbo and the turbos kicked in back to back (not at the same time) I am wondering of this technology is even possible with two different size turbos. Thanks
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10-31-2011, 11:29 PM | #28 |
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Brilliant
Brilliant Idea! Bring on the technology! Its an Electromechanical superturbocharger.
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10-31-2011, 11:29 PM | #29 |
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Cars are becoming more and more like computers - obsolete in 3-4 years. Almost cheaper to buy new (highly depreciating) cars than contend with costly repairs of failed technology after the warranty period is over.
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11-01-2011, 02:07 AM | #30 | |
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Tip:Just wait for the prices of second hand 458s to decrease. 9000rpm. ![]() |
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11-01-2011, 08:02 AM | #32 |
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I don't necessarily think the drawing requires more detail... but hand-drawn? A decent rendering wouldn't expose any more info.
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11-01-2011, 09:15 AM | #33 |
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11-01-2011, 10:31 AM | #34 | |
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But that is just me ![]() Cheers, e46e92
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11-01-2011, 10:58 AM | #35 |
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Looks great, but as it was mentioned earlier, lifespan of those clutches/electric motor/gear reduction under such high temperatures will be an issue!
As it happened with variable geometry turbos, this technology should debut with a diesel engine (which runs lower exhaust/turbo temperatures).
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11-01-2011, 12:44 PM | #36 |
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This is correct. The more generic the better...patent drawings are more legal than engineering.
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11-01-2011, 02:47 PM | #37 | |
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Two of these in parallel on a straight six (or V6) could do wonders. And while it seems complex, if these do away with the extra turbo, the twin scroll turbines and associated piping, three wastegates, several actuation valves in the exhaust and inlet piping and VNT manouvering (all of these potentially part of a triturbo set-up), it's actually much less complicated and robust - if they can make the clutches work against the heat! |
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11-02-2011, 04:05 AM | #38 |
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Clever, but I don't see any particular reason why this would fit in with a tri-turbo idea. Looks more like an optimized single turbo design.
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11-02-2011, 09:49 AM | #39 |
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+1! Hahahaha.
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11-02-2011, 10:26 AM | #40 |
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This is a really cool design in theory. Honestly though, the first thing that entered my mind is that I would never want a car with one. Makes you wonder if those clutches will be serviceable or not or what the expected life of the unit will be...very cool, but sounds like a potential maintenance nightmare.
I can see the service report now - issue was related to compressor side internal turbo clutch slipping...say what!? Still, very cool if they can make it reliable with little to no periodic maintenance. |
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11-02-2011, 10:27 AM | #41 |
4th down; 4th quarter? Renegade.
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11-02-2011, 12:44 PM | #43 | |
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11-03-2011, 03:56 PM | #44 | |
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