WAT Engineering Dept

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>>17674223
>tl;dr:
Strap an electric leaf blower to the air intake, but only turn it on when you want the power and not fuel economy

>>17674223
>>17674242
Mercedes developed a real electric high voltage supercharger to compensate the lag of a turbo
Mercedes developed a real electric high voltage turbocharger with 0 lag to compensate the lag of a normal turbo

>>17674223
>>17674242
https://www.youtube.com/watch?v=cbGWgvJN1_8
Vid related.
Not one, but two electric leaf blowers nets zero hp gained.
There is a working electric S/C, though.
Google Phantom Full Throttle Electric Supercharger...
There are issues... You keed aux batteries and the thing draws 5 KW @ 24v... So it eats the batteries in a big fucking hurry.

>>17674324
copy paste fuckup, i meant audi developed the electric turbo

>>17674328
Yeah I thought about the voltage thing, but my theory is you would use the turbo only when you hit something like 70%-80% throttle.

There have been all sorts of anti-lag systems devoloped. But I would like to try it where the blower doesn't run at all and it's naturally aspirated with the intake air going around the blower until you really hit the gas.

There are some cool anti-lag systems tho. Audi did the electric one and I think Volvo was experimenting with a compressed air system to help spool the turbo up faster at low RPM. And then it might have been Fiat/Alfa that did one where they mess with the valve timing and running really rich to spool the turbo too.

>>17674575
>nitrous just as a compressed gas injected right before the turbo to spool it

>>17674223
Are you insisting that the exhaust gases get constantly pumped back into the engine with that pic?

>>17674555
>But I would like to try it where the blower doesn't run at all and it's naturally aspirated with the intake air going around the blower until you really hit the gas.
That's literally exactly how the Phantom works.
Not being a dick, but that's why I suggested you google it.
The blower is off and the aux batteries are charging when you're at part throttle.
>>17674575
Yes, this is better in all cases.
>>17674673
No, you inject it at the throttle body, and the instant increase in EGT and exhaust gas mass flow spools the turbo.
That's how it works.
>>17674840
It's a meme, and was probably intended as a joke.

>>17674892
>>But I would like to try it where the blower doesn't run at all and it's naturally aspirated with the intake air going around the blower until you really hit the gas.
>That's literally exactly how the Phantom works.
That, and I forgot to add, the centrifugal blower isn't a restriction at part throttle, so there's no need to duct around it, air flows through it just fine. Ducting around it adds unnecessary complexity and additional points of failure.

>>17674892

>No, you inject it at the throttle body

Nuh-uh. You inject it directly before the turbo along with more fuel via auxiliary injectors, fired by specialized spark plugs, because who wants a denser air charge going into their intake anyway? I just want to hear the turbo whistle.

>>17674223
I would think the power generated from the electric supercharger would equal the power taken from the source that generated it. It would just be transferred to a different use... you'd probably need another battery and higher capacity alternator to run it. Wouldn't the power drain negate the power generated? The only reason turbos work is because you're using what would otherwise be a waste product, and superchargers add a pulley to the belt

>>17674926

>what is KERS

Storing energy to use at a later time for increased acceleration when it's needed is more or less ideal. You don't need engine power under braking, so why not increase engine braking force, so you use less brakes, and at the same time use it to give you boost when you exit the corner?

>>17674944
It's ingenious, very much agree. And it's again making use of a waste product and transferring energy normally lost into something usable. My only problem with brake regeneration is that it works great at the track cuz a lot is generated by heavy braking hard and often but in normal road driving there wouldn't be enough created to power an electric supercharger that kicks in every time you stray above 3k rpm

>>17674926
This >>17674944

But mostly I was thinking how often are you really using 80%+ throttle? The main thing would be so you can get that 200HP rating when you really step on it, but the other 99% of the time it's a 35mph 1.6L econobox.

>>17674892
The nitrous right before the turbo was a joke.

>>17675131
>But mostly I was thinking how often are you really using 80%+ throttle?
Not often, the idea is sound
>The main thing would be so you can get that 200HP rating when you really step on it, but the other 99% of the time it's a 35mph 1.6L econobox.
Yes, this theoretical system exists, works exactly the way you described, is already available as a (relatively) inexpensive bolt-on kit, and has been both posted and explained already...
>The nitrous right before the turbo was a joke.
Figured it might be, but I also figured I'd explain how people actually use nitrous to assist turbo spool, in case you (or anyone else) were curious.
>>17674925
>I would think...
Your supposition has been addressed already.
>you'd probably need another battery
Yes, more than one
> higher capacity alternator
Not necessary. That's what the batteries are for. A bigger alternator could lower the charge time and increase the available duty cycle, but then you'd be heat-limited rather than charge-limited, and you'd have to re-engineer the whole kit.
>Wouldn't the power drain negate the power generated?
No. It thermodynamics worked this way, then normal belt-driven superchargers wouldn't work either. The conversion loss is not significant.
That said, the electric version does have additional conversion loss, which is why you only use it in low or partial duty cycle applications. A belt driven SC is significantly more practical and efficient in applications which require continuous operation, or even high duty cycle.