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Discussion Starter · #1 ·
Does anyone think this could be designed for the R? Could probably break 5 sec 0-60 if it could be pulled off.<br>VW did a great job of thinking outide the box:<br><A HREF="http://www.caranddriver.com/carnews/11213/mini-test-review-2006-volkswagen-golf-gt.html" TARGET="_blank">Car and Driver - VW GT article</A><br><A HREF="http://www.caranddriver.com/carnews/11213/mini-test-review-2006-volkswagen-golf-gt.html" TARGET="_blank"><IMG SRC="http://www.caranddriver.com/assets/image/2006/Q2/060520061139276978.jpg" BORDER="0"></A><br>Supercharger and Turbo!<p>- Polartek<BR><BR>
<i>Modified by Polartek at 9:59 PM 6-25-2006</i>
 

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Re: Solution for turbo lag... (Polartek)

Sure, Volvo could easily engineer such a thing. You need to take into account the cost involved in having both a supercharger and a turbocharger. Much more expensive. Much less practical (in an R.)<p>Variable Geometry turbochargers is a more elegant and simple solution, IMO.
 

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Re: Solution for turbo lag... (Nebor)

Prodrive --ALS – Anti-Lag System seems promising <br><A HREF="http://cartype.com/page.cfm?id=1130&alph=ALL&dec=ALL" TARGET="_blank">http://cartype.com/page.cfm?id...c=ALL</A><p>“--ALS – Anti-Lag System. <br>The ALS on P2 is based on the system currently used on Prodrive's Subaru World Rally Cars, but modified for use on the road. <p>In tests, it has been shown to double engine torque at low revs, enabling a test car to accelerate from 30 to 50 mph in the same time in third gear as it would without the system in second gear. <p>Turbo-charged engines tend to run with a rich fuel mixture and, as a result, some of this fuel remains unburnt and ends up in the exhaust. At low engine speeds, when turbo-lag is experienced, the anti-lag system can introduce ambient air into the red hot exhaust manifold causing this fuel to spontaneously combust. This increases the manifold pressure, spinning the turbo back onto boost. In the Subaru World Rally Car, this gives Petter Solberg instantaneous response throughout the Impreza's rev range. <p>"Unfortunately, transferring the system to a road car was not as straightforward as it might seem," said Prodrive powertrain engineer, David Hemming. "In a World Rally Car, our drivers are either fully on or off the accelerator and not concerned about how smooth the power delivery is. For motorists this is definitely not the case and an unmodified system would provide an unacceptable driving experience." <p>Prodrive spent six months developing the system on an engine on a transient engine dynamometer at its Milton Keynes test facility. During this time engineers managed to achieve closed-loop control of the turbo boost and make it work in a road car application. The system is so refined that it can control the turbo speed to within one per cent at almost any engine revs. <p>"The system is not ready for production yet, but it has shown great potential. It will make P2 far more flexible to drive as without the turbo-lag you don't have to drop down a gear to get the acceleration you want," said Hemming. <p>As well as enhancing the performance of turbo-charged cars, in the longer term it could provide a solution to the downsizing of engines in cars and so help improve fuel economy and reduce emissions. <br>"With an anti-lag system, you could in theory replace a normally aspirated, two litre engine with a turbo-charged one litre engine. This would typically reduce fuel consumption by about 25 per cent without any loss in performance," said Hemming.”<br>
 

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twin charging is not a new idea. a few years (the 80's iirc)ago it was used in the wrc. it wasn't very practical back them but now with todays computers its much more viable
 

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Re: (yerrow)

They could also use the new system on the 997 Turbo. The impellers (sp?) of the turbo change angle as speed rises to help with eliminating turbo lag at first, and then help more with high end power. I'm sure this wouldn't be expensive at all. <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/rolleyes.gif" BORDER="0">
 

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Re: Solution for turbo lag... (Nebor)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>Nebor</b> »</i></TD></TR><TR><TD CLASS="quote">Sure, Volvo could easily engineer such a thing. You need to take into account the cost involved in having both a supercharger and a turbocharger. Much more expensive. Much less practical (in an R.)<p>Variable Geometry turbochargers is a more elegant and simple solution, IMO.</TD></TR></TABLE><p><TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>I Roll</b> »</i></TD></TR><TR><TD CLASS="quote">They could also use the new system on the 997 Turbo. The impellers (sp?) of the turbo change angle as speed rises to help with eliminating turbo lag at first, and then help more with high end power. I'm sure this wouldn't be expensive at all. <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/rolleyes.gif" BORDER="0"> </TD></TR></TABLE><p>Seems like you guys are thinking the same thing.<p>One problem with VGT is that the nozzle mechanism must be able to stand the heat of petrol exhaust fumes, which is why it isn't really used on gas engines, only diesel which has a lower exhaust temp. <p>The new Acura RDX uses a somewhat simpler system where the impeller angle isn't controlled, but it has a valve just prior to the turbo inlet that can select from narrow or wide holes in order to accelerate slow flowing exhaust gas. <p>Twincharging is a great idea, but I wouldn't want to be writing the code for that ECU! And i wouldn't want Volvo's engineers doing it either, seems they have enough problems with only one compressor! It's also expensive as mentioned above.<p>However, that's a pretty nice output for that small of an engine. <br>
 

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Re: Solution for turbo lag... (needsdecaf)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>needsdecaf</b> »</i></TD></TR><TR><TD CLASS="quote"><p>...I wouldn't want to be writing the code for that ECU! And i wouldn't want Volvo's engineers doing it either, seems they have enough problems with only one compressor! </TD></TR></TABLE><br>I like the idea that the supercharger's electronic clutch just disengages when a certain RPM has been achieved. It would be great if that solution could be done without additional ECU programming.<p>- Polartek
 

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Re: Solution for turbo lag... (Polartek)

With enough money, you could.<p>Here is a twin-turbo supercharged Nissan Skyline GT-R engine.<p><IMG SRC="http://kierf.net/images/skyline_motor.jpg" BORDER="0"><p>There is <i>no</i> reason why you couldn't other than your pocketbook.
 

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Re: Solution for turbo lag... (Polartek)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>Polartek</b> »</i></TD></TR><TR><TD CLASS="quote">Does anyone think this could be designed for the R? Could probably break 5 sec 0-60 if it could be pulled off.<br>VW did a great job of thinking outide the box:<br><A HREF="http://www.caranddriver.com/carnews/11213/mini-test-review-2006-volkswagen-golf-gt.html" TARGET="_blank">Car and Driver - VW GT article</A><br><A HREF="http://www.caranddriver.com/carnews/11213/mini-test-review-2006-volkswagen-golf-gt.html" TARGET="_blank"><IMG SRC="http://www.caranddriver.com/assets/image/2006/Q2/060520061139276978.jpg" BORDER="0"></A><br>Supercharger and Turbo!<p>- Polartek<p><br><i>Modified by Polartek at 9:59 PM 6-25-2006</i></TD></TR></TABLE>I have no lag at all in my car <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/wink.gif" BORDER="0">
 

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Re: (I Roll)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>I Roll</b> »</i></TD></TR><TR><TD CLASS="quote">They could also use the new system on the 997 Turbo. The impellers (sp?) of the turbo change angle as speed rises to help with eliminating turbo lag at first, and then help more with high end power. I'm sure this wouldn't be expensive at all. <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/rolleyes.gif" BORDER="0"> </TD></TR></TABLE><p>heh...and im sure that will work out as well as saab's variable compression engine <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0">
 

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Re: (phuz)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>phuz</b> »</i></TD></TR><TR><TD CLASS="quote"><p>heh...and im sure that will work out as well as saab's variable compression engine <IMG NAME="icon" SRC="http://www.vwvortex.com/vwbb/biggrin.gif" BORDER="0"></TD></TR></TABLE><p>OMG Remember that POS design idea? <p>Seriously, though, the variable turbine angle technology has been proven for years in diesels. And it's working well on the new Porker.<p>As an aside to that, does anyone remember an old Chrysler / Dodge with VNT (Variable Nozzle Turbo)? What car was that on, the Daytona?
 

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Re: (needsdecaf)

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD><i>Quote, originally posted by <b>needsdecaf</b> »</i></TD></TR><TR><TD CLASS="quote">As an aside to that, does anyone remember an old Chrysler / Dodge with VNT (Variable Nozzle Turbo)? What car was that on, the Daytona?</TD></TR></TABLE><br>Shelby CSX-T, I believe. <p>An interesting technology, for sure. I wonder why it was never pursued for gas engines. You'd think the temperature issues could have been worked out by now.
 
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