FTO AUSTRALIA

FTEvolution wrote:Will be far cheaper and mroe reliable (and legal) than a full bottle of NOS in the boot.

Bennoz wrote:

FTEvolution wrote:Will be far cheaper and mroe reliable (and legal) than a full bottle of NOS in the boot.

For 4 - 10hp? If I took a crap before leaving for work of a day, the weight saving would equate to more performance than that

+60awkws on the nos ftw!

T: When did you start on your design?
TK: I built my first electric supercharger in 1978. I was working at Turbo Tech in Miami and used an Airesearch T11 airplane turbo combined with an automotive starter. I ground the turbine wheel blades off and fit a small multi-groove V-belt pulley on the shaft with some ball bearings. It worked great on my VW beetle. I mounted it where the back seat was and ran a duct through the firewall to the carb top. An extra car battery in series with the stock battery (24v) made 6 to 7 psi at low rpm, then tapered to 3.5 psi at high rpm. I threw V-belts every 30 seconds or so.

Nissan Altima ESC Development Chronology
12-11-03
Our completely stock Nissan Altima four-cylinder outfitted with an automatic transmission jumped from 105 whp to 184 whp with the ESC-400 at only 5 psi boost.

T: What size engine will this work on?
TK: Testing has shown the smaller the engine, the higher the sustainable boost. If a 3.5-liter engine is running 24v, boost will peak at 10 psi at 2000 rpm and then drop off to 3 psi at 6500 rpm. A 1750cc engine would make 10 psi at 4000 rpm while dropping off to 3 psi at 13,000 rpm. The boost drop is linear, so that 1750cc engine would make 7-8 psi at redline, and launch at 15 psi using 24 volts. If a blow-off valve is used to bleed off excess pressure, a steady sustainable boost is possible until the capacity of the supercharger is reached. This means that a prepared 1.6-liter four-cylinder can run a sustained 15 psi at 36 volts to 6000 rpm.

Pros

• Belt-driven superchargers require the engine to power the unit. This parasitic loss can be substantial, especially at higher boost levels.
• Turbos are not free power, as some will claim. A turbo is a turbine-driven supercharger and to drive something requires horsepower. The turbine needs velocity, volume, heat and pressure to operate. The first three won't make any boost. It's pressure that makes boost. The first three help with greater efficiency. The pressure in a turbo is measured by the difference in intake manifold pressure and exhaust manifold pressure. This is referred to as the exhaust-to-intake pressure ratio. Most turbos operate at a 2:1-to-3:1 ratio, meaning that if 10 psi is in the intake manifold, the exhaust manifold will see 20 to 30 psi. (The GN operated on a 2.5:1 ratio and the 300ZXTT had a 2.7:1 ratio). Some racecars make PR better than 1:1, but they're still making backpressure. Backpressure is a restriction, and a restriction is not free power.

Cons

• Battery technology and weight are the classic detractors. However, battery technology has advanced significantly in recent years and the lightweight batteries that are available already will become lighter as the technology evolves.
• The system lacks an electronic boost control strategy. This will be available soon.
• Low-output alternators, which can't recharge the batteries quickly enough, can limit ESC running time.
• Wiring must be properly installed. This is key in the overall performance of the unit.

Bennoz wrote:

And I'll say what I say everytime this topic comes up. If it was a viable option, every manufacturer in the world would be using them.

nicholas wrote:This izz a great technologies!!!!! :->>

I think we shouldz all goes buy some electrical super-charger!! lolz lolz.

with doez extra HPs through our weels (all 4 wheels after i do my AWD convershion), we can show them honda fanboiz who is the boss. like 11 seconds passes and sh*t hey lozl.

mivec for lifes!!11!1