Gosh I don't even know where to start lol
Originally Posted by Gaijiin
Not sure what you mean here. It is my understanding that air would be very turbulent as it hits and enters the air filter (coming from all directions as the car passes through space).
For high pressure Laminar flow air to rush in, be constricted slightly, then experience a pressure drop.
A velocity stack in the filter would help straighten it out, but without running the numbers I bet we are still very turbulent.
Also, just to reiterate there is already the existance of pressure a drop of a certain number based on the intake system, because the very definition of fluid flow is a difference in pressure from one side to the other.
I don't really think turbulence is bad at all in our situation. We will probably always have turbulent flow in the entire system.
The bend itself coupled with a dimpled or rough interior and a wide girth causes the good kind of turbulence and acutal temperature reduction.
We need to focus on parts and their geometry to keep pressure drop to a minimum.
Minimum pressure drop on the intake side optimizes compressor efficiency and minimum pressure drop on the boost side means we get the most pressure into the engine.
I hope this is a misunderstanding, because my knowledge on the subject suggests the opposite of this!
He stated the turbines capacity is its wheel setup, that is the controlling factor on how much air. He told me one CAN NOT force air into the turbine. It sucks the air in relative to its fin and speed.
The exhaust gases from the engine drive the turbine wheel. Since the turbine wheel is spinning and connected to the compressor wheel, the compressor wheel sucks the intake air in.
Never have I heard or read that the turbine wheel sucks the air out of the engine. When the higher pressure and temperature exhaust gases enter the turbine housing and interact with the turbine wheel, the expansion of the gases in here is what drives the turbine wheel. I have paraphrased from here: https://turbobygarrett.com/turbobygarrett/basic
The A/R (or Area/Radius) characteristic of the turbine housing is what determines the performance of the turbine. If you take two engines with the same turbo:
- The smaller A/R housing has better boost response and mid-range power.
- The larger A/R housing has worse spool but has much better top end power.
Again, paraphrased from here: https://turbobygarrett.com/turbobyga...housing_sizing
Gonna try to discuss this one by one too lol
Originally Posted by trdtoy
Can you post some pics or links to these for other cars? I am not familiar with the parts and how they are used to make power.
The tank you're referring to is called an intake plenum or anti-surge tank. They work well if implemented properly. Some cars have them and some do not. Most if not all do not have one large enough as the focus is emissions and economy not performance or raw power. The VT has one on the intake mani under pressure and the other in the form of the oem airbox.
Forgive me if I am misunderstanding your point, but you can't have air pressure higher than 14.7 psia enter the intake system. That is unless you turbo or supercharge the system and I have no experience with duel charging. :p
This has low pressure drop/higher pressure in the pipe, thus why you would have the best throttle response and power from the larger pipe. Having a surge tank on an already large piping should further help with pressure drop.
You ideally want pressurized air entering the surge area to help fill the volume as quickly as possible.
Is this what you mean by higher pressures need to be in the pipe? Because once the air enters the filter and makes it's way through the pipe, we already have pressure drop/loss from atmospheric pressure outside the system.
Minimize the pressure drop at the turbo! Air filters do one thing, protect the engine from foreign objects. You won't see any high performance turbo car trying to win a race have an air filter unless they really need it lol :)
I might have to ask you to cite a source for this reference or at least define what you mean by "enabling more flow."
Also a slightly rough surface creates a boundary layer of air in the pipe, decreasing resistance to flow, thus enabling more flow.
I mentioned earlier that
Re-arrange the equation and you get:
Velocity = air flow / area (cross-sectional area of pipe)
Air Flow = Velocity x Area (cross-sectional area of pipe)
While I can't directly relate the equations without doing some further referencing of text books, your reference doesn't seem correct.
I come to the conclusion that pipes with smooth walls would always be the preference, because a rougher pipe creates those boundary layers, and decreases velocity the farther you get from the center of the pipe.
Rough pipe walls create pressure drop. We don't want pressure drop.
In some majority of fluid problems I've done, it's recommended to work with the average velocity, and this is calculated using some equations I an't type clearly because they involve some integrals lol :)
Average velocity is just that, an average taken from the center of the pipe out to the wall.
Back to Air Flow = Velocity x Area (cross-sectional area of pipe). What I was trying to point out is, that if you decrease the velocity (due to rough pipe walls slowing fluid flow down), you decrease airflow.
Again, please correct me if I am wrong :p