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Nial

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On 13th Oct, 2010 Paul S said:
The other interesting fact is that if the exhaust flow goes to a restriction like a turbo, then the reflected pulse will be positive. So do we want that pulse anywhere near valve overlap????



I'm not sure how this applies to mechanics but in electrical engineering you only have to worry about transmission lines (ie signals being reflected back at the end of lines) when the length of the track is >~ 6* the signal edge length.

With an exhaust system the analogy probably holds. The initial pressure wave is caused by the exhaust valve opening and has a certain 'length'. If this flows to the end of an exhaust pipe it can be reflected back as you have read.

However if it comes across an obstruction in a short pipe it will reflect and hit the exhaust valve after a very short period so the fresh exhaust gas will overcome the reflection. The short length of the pipe to the turbo will tend to 'smear' out any pulse effect and there will be a fairly uniform pressure in the pipe.

Probably.


Nial.


Paul S

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On 14th Oct, 2010 Nial said:
However if it comes across an obstruction in a short pipe it will reflect and hit the exhaust valve after a very short period so the fresh exhaust gas will overcome the reflection. The short length of the pipe to the turbo will tend to 'smear' out any pulse effect and there will be a fairly uniform pressure in the pipe.


I think that you are correct.

This page shows graphically the difference in pressure pulses in the exhaust of a NA engine and a turbo engine.


Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."


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My point rather than issue is VE is not about geometry ie filling a cylinder with its volume less obstruction of the inlet path.

Hence VE above 100% is no science fiction.

I felt the contrary was stated and everybody agreed about it.

Rusty by nature

On 23rd Jun, 2008 paul wiginton said:

They said "That sounds rough mate." I said "Cheers it cost me a fortune to make it sound like that!"


Brett

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i dont really have much to add but ive had this for a while
it puts another angle on the %VE or rather a turbos effect on the %VE


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Paul S

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Thanks for that Brett.

Yes, the A/R of the turbine is significant.

I guess that most of the T2/T3s are running an A/R of 0.25/0.35.

My GT1752 has an A/R of 0.47 and the GT2056 is 0.46.

Just comparing A/R, Area divided by Radius, of 0.47 with a 0.25, then assuming a similar radius then you have nearly twice the area at the nozzle. That is going to present a much lower back pressure on the engine.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."


Brett

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well if it was of some help i have over 40 of them, all different subjects (ford related)
any particular topics?

[edit]in theory they should be in order again not quite on topic but relevant i hope
Paul, the second half of the second pdf relates to the cam topic of yours last week


this order:)
http://www.turbominis.co.uk/forums/attachm...388541-3105.pdf

http://www.turbominis.co.uk/forums/attachm...388541-3103.pdf

http://www.turbominis.co.uk/forums/attachm...388541-3104.pdf


Edited by Brett on 15th Oct, 2010.

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