ELEVATION DOESNT MATTER HERRRRDERRRRR

[awful knawful]

Just now, f7ben said:

 

Yourself? 100%!

[f7ben]

Just now, awful knawful said:

Yourself? 100%!

Nope , seems like you got PWND again retard. Sorry 

[Plissken]

I put a Greddy Profec B in my car and it’s totally different now, woogie boogie!!!

[f7ben]

Gottlieb Daimler and Rudolf Diesel developed the concept of turbocharging in the late 19th century to boost engine performance. The very first exhaust-driven turbocharger patent was filed in 1905 for a marine engine. This was patented by Alfred Buchi, who was a Swiss mechanical engineer. The world’s first turbo set-up was not installed in a car or a sea vessel at all. On the contrary, the technology debuted for aircrafts. Sanford Alexander Moss installed the very first turbocharger on a Liberty V12 aircraft engine. Soon, American aviation followed up by installing turbos on their own airplanes. As is the case with turbochargers, this new generation of boosted aircraft could reach new heights without suffering an enormous drop in engine performance due to far less air density at high altitudes.

[f7ben]

https://www.linkedin.com/pulse/history-turbocharging-hassan-rizvi
 

 

[Guest]

13 minutes ago, f7ben said:

V12 Liberty airplane

 

The first turbochargers were not applied to marine or automotive: they were applied to airplanes. Around 1918, The GE engineer, Sanford Alexander Moss, applied a turbocharger to a V12 Liberty airplane and subsequently turbocharging was applied to many American airplanes[1].

Did they add HP at sea level or did they maintain HP at altitude?

Turbocharging at elevation is an efficient way to minimize horsepower loss due to elevation and lower air density. At high elevations turbochargers compress more air into the engine cylinders making up for the lower air density allowing the engine to produce power as if it was at sea level.

[Highmark]

If a machine has a mechanism that uses exhaust gases to increase intake then in my book its turbocharged.  Basically a supercharger that uses exhaust gasses. 

[f7ben]

3 minutes ago, HSR said:

Did they add HP at sea level or did they maintain HP at altitude?

Turbocharging at elevation is an efficient way to minimize horsepower loss due to elevation and lower air density. At high elevations turbochargers compress more air into the engine cylinders making up for the lower air density allowing the engine to produce power as if it was at sea level.

Initially they did charge the engines if you would read the history, normalizing didn’t come into play until they sought reliability for general aviation. 
 

 

[Guest]

Just stop Ben, it's getting embarrassing for you. Your just too triggered to let it go. You're not convincing anyone here, look around dude.

Ben vvvvvv

[ActionfigureJoe]

36 minutes ago, f7ben said:

Gottlieb Daimler and Rudolf Diesel developed the concept of turbocharging in the late 19th century to boost engine performance. The very first exhaust-driven turbocharger patent was filed in 1905 for a marine engine. This was patented by Alfred Buchi, who was a Swiss mechanical engineer. The world’s first turbo set-up was not installed in a car or a sea vessel at all. On the contrary, the technology debuted for aircrafts. Sanford Alexander Moss installed the very first turbocharger on a Liberty V12 aircraft engine. Soon, American aviation followed up by installing turbos on their own airplanes. As is the case with turbochargers, this new generation of boosted aircraft could reach new heights without suffering an enormous drop in engine performance due to far less air density at high altitudes.

The first commercial use of turbocharging was in diesels not aircraft. They tinkered with it in some liberty motors, but the mid “20’s saw the first actual application in diesels. The original theory came from the idea that TC could compensate for the lower oxygen levels at altitude. 

Edited March 7 by ActionfigureJoe

[Highmark]

Although the automotive industry did not become hooked on turbocharging until a few decades ago, the concept has an extensive history. In 1905, Swiss born Dr. Alfred Büchi received the first patent on a turbocharger for a marine engine. However, the concept of turbocharging goes back to the end of the 19th century when both Gottlieb Daimler and Rudolf Diesel were doing research into forced induction. The first turbochargers were not applied to marine or automotive: they were applied to airplanes.

https://www.turbocharger.mtee.eu/a-history-of-turbocharging/

[Steve753]

I try to stay out of F7bens nonsense, but felt this was totally appropriate. 

 

[Guest]

I love it when he goes full retard like today.

[Guest]

7 minutes ago, ActionfigureJoe said:

The original theory came from the idea that TC could compensate for the lower oxygen levels at altitude. 

That NoRMaliZaSHUN 

[ActionfigureJoe]

4 minutes ago, Highmark said:

Although the automotive industry did not become hooked on turbocharging until a few decades ago, the concept has an extensive history. In 1905, Swiss born Dr. Alfred Büchi received the first patent on a turbocharger for a marine engine. However, the concept of turbocharging goes back to the end of the 19th century when both Gottlieb Daimler and Rudolf Diesel were doing research into forced induction. The first turbochargers were not applied to marine or automotive: they were applied to airplanes.

https://www.turbocharger.mtee.eu/a-history-of-turbocharging/

Daimler worked with mechanical superchargers. Buchi patented the turbocharger in 1905. It wasn’t feasible at the time of the patent because materials weren’t yet available to resist the heat. 

[BOHICA]

1 hour ago, HSR said:

What is the difference between a turbo nomalizer and a turbocharger mechanically? Are they very similar systems or TOTALLY different?? Do they both boost the engines intake pressure or not?

Over SAE engine rated hp parameters?

[Guest]

53 minutes ago, BOHICA said:

Over SAE engine rated hp parameters?

Where does it state that is a requirement??? 

They add power over N/A available hp.

SAE and correction factor is a standard used for comparisons purpose, if a sled actually makes 150 hp at elevation the correction factor doesn't add usable HP, it gives you a theoretical output at sea level for comparisons.

The dyno reads ACTUAL hp at whatever elevation it is at.

Using correction factor both N/A and turbo 850's make the same HP at 8000 ft , do you think they do in real life on the mountainside?? Seriously?

 

 

[f7ben]

1 hour ago, ActionfigureJoe said:

Daimler worked with mechanical superchargers. Buchi patented the turbocharger in 1905. It wasn’t feasible at the time of the patent because materials weren’t yet available to resist the heat. 

The first turbo application was an airplane. You’ve been owned and hsr is permaowned  

[Guest]

8 minutes ago, f7ben said:

The first turbo application was an airplane. You’ve been owned and hsr is permaowned  

 Benrider when he gets back to TBP.

[Sled_Hed]

16 minutes ago, HSR said:

 Benrider when he gets back to TBP.

*permaowned!

[BOHICA]

42 minutes ago, HSR said:

Where does it state that is a requirement??? 

They add power over N/A available hp.

SAE and correction factor is a standard used for comparisons purpose, if a sled actually makes 150 hp at elevation the correction factor doesn't add usable HP, it gives you a theoretical output at sea level for comparisons.

The dyno reads ACTUAL hp at whatever elevation it is at.

Using correction factor both N/A and turbo 850's make the same HP at 8000 ft , do you think they do in real life on the mountainside?? Seriously?

 

 

What’s the boost gauge read at sea level on full throttle?  

Edited March 7 by BOHICA

[EvilBird]

[f7ben]

Oh darn , HSR smacked down again 

[Jerry 976]

2 hours ago, HSR said:

That NoRMaliZaSHUN 

 

 

 

[EvilBird]

This is one of the most important questions to ask as it can qualify your purchase decision. You see, this new Turbo 850 uses a variable boost control. What this means is at sea level it is not making any more horsepower than its naturally aspirated sibling. As you climb in elevation, the turbo increases the intake charge pressure to make up for the loss of atmospheric pressure up to a maximum of 4 psi. This essentially maintains the horsepower at the 165 (the same as the naturally aspirated version at sea level).

At 8000’ in elevation, the turbo reaches its maximum 4 pounds of boost which delivers a 40 horsepower increase at this elevation. And at all elevations above 8000’, it maintains the 40 horse difference between it and its naturally aspirated siblings. You may be wondering at this point why this matters in your purchase decision. The answer is, at lower elevations, the 850 Turbo is not going to be much more powerful than non-turbo versions. But, as you climb higher in elevation, the spread between the naturally aspirated engine and the turbo increases to a maximum of 40 horsepower difference. If you look at the graph on the next page, it will help you understand this horsepower dynamic. We’d say, for most people riding below 3000’ elevation, they should purchase a naturally aspirated 850. For elevations of 3000’-6000’, some gain will be had, but the real gains are from about 6000’ and above. At those elevations, the horsepower made up by the turbo is a real advantage. And from 8000’ and above, the difference is at its maximum, making it a true consideration.

 

Sounds awfully similar to the Plane video