Quote:
Originally Posted by RS67
I am not thinking of the compression air at all. At lower engine speeds the air traveling into the compressor travels at a slower rate. Depending on how that air is directed it can suffer heat soak and the air temperature rises. The turbo has to work harder to produce the same amount of boost. If the turbo is unable to work harder it will be producing less boost and the compressed air will be higher in temperature. If the intercooler is unable to get the charge air temps down. The air will be less dense and the engine will be down on power.
If the air inlet temperature to the compressor remains cold and free flowing, the air is already dense, the air can travel faster through the compressor wheel aiding the turbo to spin up easier and faster, the turbo doesn't have to work so hard, it operates at a cooler temperature, the compressed air is at a lower temperature leaving the turbo meaning the intercooler can do a better job of providing colder denser induction air.
Just because the exhaust gasses do most of the work, you would be wrong to assume they do all of it.
If you disagree try observing it on an engine dyno. Much more informative than just reading books.
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Thanks for the explanation of a variable that affects the ability to generate a certain level of boost. However as you say it's just a variable. The "power" to the compressor still comes from the exhaust gas.
Anyway we're going to go round in circles with a number of people trying to steer the core discussion point away from the SINGLE issue I had with the detail in the article.
Off back to working on my race engine on the dyno and building the rest of my shell. We had a good giggle about this thread in the workshop anyway.
I'll keep quiet from now on as I obviously know nothing about what I'm talking about.
Maybe come to a race meeting and have a chat with me. Happy to discuss it after I've finished racing ;-)
Next meeting is Silverstone National on the 15th Nov
