Tuesday, August 27, 2013

Why Turbo systems can and should be used for lowering fuel consumption

If you've come to this sight to see our Super Mod Turbos scroll down the page here, however I would encourage you to read through this sight, it's not long, to have a better understanding of where we are coming from.      
 When I say lowering fuel consumption, It is the idea that while increasing volumetric efficiency there is the ability to get more work out of the fuel. There is a lot more to turbo charging than is typically understood from information derived from all sorts of books related. Then there is a lot of information about turbo systems that now is mostly common knowledge. Depending on how heavy you are into the programing aspects of control systems related and determining power levels needed, understanding all the components, their design and implementation with their variable arrangements, will determine a wide variable of outputs. It you drive fairly without flooring it all the time, or what may constitute "normal driving conditions" then yes, under the proper system design, you can achieve less fuel consumption.With a more efficient system typically more power is derived in some form or another within or throughout the rpm curve. My Turbo SV650 at the top here never saw much of 48mpg at best under it's stock configuration and with my awesome driving habits (kidding). This stock carbureted model sees an average of 45 to 48mpg and some see low 50's. You can go to a sight like Fuely.com and see some basically similar references. Now with its Turbo Induction configuration, and when I drive "normally", I rarely see less than 50mpg with 63mpg being my best on a long flat cruse and at 6krpm. As of the date of this writing, this is the only Turbo Charged SV650 in the US that we can find anyway. Visit this Link for more information related to the I.V.E. SV650 and Turbo Kit availability and ordering options.


I've been incorporating Turbo's into an overall system design to increase efficiencies from the perspective of implementing the control of thermal losses or harnessing and transfering the heat energy to further gain mechanical efficiencies. It's fairly obvious of course utilizing wasted heat energy to spin up a compressor to bring up volumetric efficiencies in the combustion chamber. Looking back into history of the turbocharger, when installed with some other components and installed in a particular way there is an increase in adiabatic efficiencies. I first read about it in a book by Takashi Suzuki, Ph.D. entitled "The Romance of Engines". He made a reference when he worked for Hino where they had developed a truly higher adiabatic efficient engine utilizing duel turbos. That was 40 years ago now and there are many other references to such experimentation from credible sources. I'll link further information written by myself and other related on a more technical level related to Adiabatic efficiencies. I'll also get back to that in a bit, first a bit about us/me. The ability to gain a higher conversion of Heat Energy to do more mechanical work, from different methods, is the issue or task to accomplish. So much internal chemical energy of the fuel goes to wasted heat energy only to be absorbed and further wasted from the immediate operating environment ie: metal, coolant, oil, or just ambient.
Actually E.E. System Engineering is mostly prototyping and design engineering. We build the devices with machining and design through AutoCad or Solid Works. If I can't do it we have those who can. A lot of what I used to do was automotive related hence my knowledge and experimentation with engine design and efficiencies. For more on our Prototyping and Engineering services please VISIT THIS LINK. You can read more about my work in that field via of research and inventions at THIS LINK.  For this blog in particular though it will be more centered on Turbo Charging and some of the kits or design features we implement on systems past and present. It will deal more with the specifics of science and physics related although will be tailored a bit more for those who want to research more. Also I have a suggested reading or book list also some links to sights I found to have the credentials with more of a substantiated and reputable reference.

Along with some of our research and prototyping we've built different hybrid turbos for specific applications. For typical rebuild costs, turbo kits, services etc. please VISIT THIS LINK as that will get you variable pricing guide as to what you can basically expect in getting your existing unit rebuild. There are so many variables as to condition and or specific upgrades for just about any turbo related specifically to machining and better materials. There are of course many Turbo rebuilding services available within the internet in general but there is the experience and research background that adds to the technical services and thinking behind what we do that is not as conventional which we are not confined by.

 I will perpetuate and reference that which is only of sound science or physics from the standpoint it can be repeatable and has a body of knowledge in which there are sound references made from the scientific method of which all common devices and systems are and have been developed. There is an enormous amount of pseudoscience perpetuating on the internet and or simply mis-information, or just those well meaning not having a full understanding of the body of knowledge needed to propagate a theory and call it "real". Things like perpetual motion machines, sorry lots of trickster and well worded or articulated bs accepted as such but will not stand up to properly applied scientific method. Those convinced of burning water, or having real cold fusion devices, are not fully aware of the sometimes immense science behind those actions. Also they are so eager to be right and have invested their persona in the idea, they will refute till the end of time they are right often trying to use validations that will not stand up in a real laboratory with variables properly quantified and accounted for. That's all on that subject for now.

With today's stand alone fuel management systems like Mega Squirt, their smaller Micro squirt systems, AEM, EMS, Moates, PointStep, Edelbrock, Holly, Haltech, Link, Motec, Hydra, Electromotive, FAST, Accel, DFI, BigStuff3 and many others, fuel management has made marked improvements in fuel efficiencies. There are new and experimental methods that will increase the disassociation of the fuel molecules, obviously releasing surface tension with the trick of allowing that to perpetuate under negative or positive pressures while maintaining a constant. Obviously that is a small part of the equation. Our SIC Engines today are still only 28% to 40% efficient.(depends on what sources you read.) It should be obvious that diesel engines are more efficient. So there is only so much efficiency from the power plant that can be derived. The other obvious is how a person drives the vehicle. Just to note, there are well over a 65 suggestions and methods on Ecomodder.com that you can read about that can provide significant savings in fuel mileage should one decide to implement some of the ideas. At this sight as above, you can read about our engine design changes to get away from the base 100 year old design in-efficiencies.

HX35 TO HE351cw or HX40 Wheel Modification Video

Super Mod Turbos. So far this type of modification I haven't found to be done anywhere. Mostly probably because it's a butt load of machining. That's my official, quantifiable, technical term, butt load! Below are some efficiency gains made by modifying the stock configurations in turbos where in which they can be used for more CFM gain, quicker spool up, and a bit less heat created from the compressor side (dependent on modification). The stock configuration preferable on car owners wanting a noticible gain without the larger housing on bigger performance turbo.  As with all things there is a limit before you must go to a larger A/R on the compressor housing.
For example the TDO4X35 Super Mod or T17X30Wcan potentially out perform the larger TD05 or VF30 by design. But I am quick to note that exhaust design, type of adiabatic efficiencies implemented in the overall design, engine management, anti detonate intorduction, existing engine condition, fuel system management amongst many other variables, will always be contributing factors to maximizing flow characteristics of not just these but any turbo. My IHI RHB5 on my SV650 now runs what we call IHIB5X30.  Longer reach wheel by over .300 or 8.5mm above stock wheel, from 38mm to now 43mm at the inducer, exducer a whopping gain of over 12mm or with room to spare. Massive spool up difference and more pressure than my engine could ever hold which I struggled to make 12lbs due to it being a twin and only 648cc. With a J type thermal sensor at the charge pipe I see less than a 8 degree F difference in temperature at 6lbs compared to about 12 to 20 degree difference with stock wheel. Ambient and system temperatures a large contributing factor so those variables are always noted amongst other variables in which we note to take data. So far no compressor choking seems to be. I will list further data as we get it here.
These modifications take an extensive bit of machining work and even some hand modifications to make sure a exact fit of new impellers are on to the .0001 in accuracy of fit tolerance requirements. The Impeller Stem of the shaft is reinforced, with shaft bushings from a C39800 or 9700 bronze alloy better suited for extreme temperatures and higher frictional characteristics. The bushings are also modified with light but effective inside scowling in the right direction away from the sealing ring, with oiling
channel and orifice sizing better suited for surface area oil displacement and transfer under high heat and loads. Time is the largest contributing factor in machining, hand milling, and time required to not make mistakes in producing these one off constructed turbos. So I won't apologize for price and feel that we offer them at a fair price for one off constructed turbos. We modify and hybrid on many levels pretty much any kind of turbo. Some require machining complete backing plates, (when applicable like larger Garrets or Schweitzer) or re-configuring thrust plates and internal oiling systems etc. All this in line with our customers we have for prototype engineering and one off efficiency design of devices and systems related to home efficiencies. But, all this stuff is what we do and enjoy.

Pricing of Super Mods
First off the prices will vary dependent on the sometimes ever changing prices on the wheels and that's usually dependent on availability, supply and demand as usual. So when and if you order the prices quoted here are not in stone.  Sorry that's just another reality we all deal with. We are not the Wally World of turbo systems or attempting to make a quick buck off mass production. Typical HX35 upgrade mode $250.00 Includes machining of backing plate and housing plus cost of wheel. Any other mods wanted are extra of course.

Additional data on the above you can find scrolling down a bit further.
So far that is all we are offering at the moment as they are popular on many vehicles. These are also to order and a deposit will be required of $150.  You can use PayPal if you want to use a card or just prefer it as well. Turn around time will be dependent on what is in stock and what orders if any are ahead of you.
If you don't have one of the above turbos and would like to see what we can do with what you have please E-mail me at tcduster72@yahoo.com   As of this writing I have more pictures to upload and more importantly as I gather precise data on these turbos I will post that information here as well.

A few other goodies available:
Just a couple things we make that some should have. First is an Adjustable Oil Restriction Device. Turbonetics for example includes one when you buy one of their expensive ball bearing turbos but many come in with damaged turbine bushing or thrust plate damage or worse, due to not enough oil. Guys running 10-50w or so it's just to thick, or ambient conditions are cold with longer periods of starvation on the bushings. Or, some may have higher volume/pressure oil pumps which then start pushing oil past the sealing rings on the turbo, thus creating more issues. Or like me, on turbo bikes and motorcycles having high oil pressure same problem. So we make adjustable restrictors that can be adjusted via a visual (or if you can hook up oil pressure gauge to the out put of restrictor) in order to not over pressure the center housing and like me, like to run different weight oils during different seasons and adjust accordingly. These are in line and typically run a cost of $45 to $65 plus shipping. Here is an example of one on a Turbonetics that came in with the above described typical problem.

Additional Data:
Inducer from 43.25mm to 43.89
Exducer from 67.98mm to 71.86
Reach Height difference from 18.48 to 26.65mm