I was thinking variable vain turbine also.

 

conventional variable vane material won't last long in the typical exhaust temp's of a rotary. it's been used for YEARS in diesel trucks and porsche finally got it to work on their 911's a year ago after spending who knows how much in the r&d. getting it to work on a rotary would be even more expensive.

 

I think to market something like this your prices would have to be inline with what is available on the market today, so comparable to high end ball bearing turbos.

Can you give us a more specific explanation of what this invention will do? For instance, how will it affect different areas of the power band, compared to a BB turbo? How will highway cruising be affected by this? Are there dyno charts or some more info on the H-D motorcycles they were developed on?

I understand you just want to gauge interest, but if nobody believes you then that's a waste of your time as well.

 

It's going to be awhile for the testing to get the result. I hope it works like it did on a Harley,Porshe,hummer,diesel dodge truck.Maybe rx7,supra,rb25

 

The best person to talk to about this is Coxxoc on this forum cause he did some test and dyno run with the Harley. I'm just testing it on my FD and hopefully supra.

 

You are just jealous because St. Louis has the best automotive scammers in the country, lol. Well, if not the best, then the most, anyway.

I seriously doubt it. But if you do, then you would do well to spend it on some college courses in English composition and physics. Sorry, but it is really difficult to take you seriously as you currently represent yourself.

Somebody is bullshitting you. Your attorney should research this situation with your local PTAC before you commit any time or money.

Oh, I can already tell you how the gauging of interest will go on this forum. You will have all kinds of broke people with no engineering background raving about this new and wonderous product. Then, you will have a few sticks in the mud like me who have the education and industry experience to realize that it's not going to work as well as advertised. When all is said and done, even if the product is a minor success, hardly anybody on this forum is going to buy it because they are not willing or able to pay for it. If you are serious about this project, I think you would find more tangible interest on a Porsche forum where you will find people who are willing to pay $10K for a fuel cell.

Ref: See forum threads for the Camden supercharger, Tesla bladeless disk turbine, RPI stratified charge engines, and just about every other major technical project.

VATN/VNT, VIGV/VVT, and VGT/VTG all have lag if exhaust driven. The only way to eliminate lag is to mechanically or hydraulically (incompressible) link the compressor to a driver.

 

[/QUOTE]Oh, I can already tell you how the gauging of interest will go on this forum. You will have all kinds of broke people with no engineering background raving about this new and wonderous product. [/QUOTE]

typical of any forum, but this one is especially bad, most of the members can not even afford a journal bearing turbo let alone the rest of the equipment to install it so on the whole gauging interest part of this thread, I can tell you you will recieve about 30 pm's with the question, can you hold it till next payday for me, you then get about 40 pm's from other forum members asking you the specs that you already listed in the advertisement, and in the end you might get one person that is serious


[/QUOTE]VATN/VNT, VIGV/VVT, and VGT/VTG all have lag if exhaust driven. The only way to eliminate lag is to mechanically or hydraulically (incompressible) link the compressor to a driver.[/QUOTE]


now I have often wondered why not design a turbo that uses hydraulic oil to prespool? it seems to me that a large portion of your lag would be gone, and by sizing the oil pump against the hydraulic motor you should be able to even get boost right off of idle, similiar to a positive displacement supercharger

would you have to much pumping loss from the hydraulics themselves? it might not reclaim as much exhasut energy, and there would be parasitic losses from the hydraulic pump itself, but it seems ot me a simpler proposition than building a V.V.T. turbo that can handle the heat , or maybe I just had to much coffee this morning, and my brain is on the fritz.

kenn

edit: the reason I say simpler, is its just a reconfiguration of a known technology, not quite as hard as getting a super duper material called "unobtainium" that would have all of the tensile qualities, as well as heat resisting, as well as light blah, blah blah that would be required to make a V.V.T. work on a rotary, and yeah I thought about the whole iconel route, do not think it would work well for the V.V.T. vanes, but I could be wrong.

kenn

 

You do realize that Diesels don't make any vacuum right? Even stock they are at about 1psi, at idle. The stock VVT turbos won't hold up to a rotary, unless you have some new fantastic materials it's not going to last long.

Read the vacuum in diesel engines stuff here:

http://en.wikipedia.org/wiki/Manifold_vacuum

Oh, and boosting at idle can only do great things for mileage.

 

LOL, hes right ^^

 

How about on porshe and Harley engine? They're getting the same boost at idle too. Contact coxxoc cause he's the one that's involve on the Harley.

 

That's is why I'm going to see if it really works on a rotary engine, I seen it work on a harley.

 

We have done it on two Harley's. They are on a Softail and a VROD. We put turbo kits together and are about to goto final production on them. Right now we are addressing the concern you speak of, reliability. The VROD is being ridden daily and will be at the track in two weeks.

I can give you dyno charts and such after that time.

For highway cruise, all vehicles with this turbo setup on run about 4 psi at a steady cruise, but reach peak boost very quickly (lagless on the bikes). The video with the dodge above has a turbo of a size similar to a gt42. The operator does not floor the truck, but rather eases into the throttle. If he floored it, it would hit the boost level faster.

We don't want to promise the world here, but it should be exciting to see what becomes of this.

Josh

 

When Harleys have 2000*f egt's I'll listen to you.

 

Seriously, you must be using some fantastic crap, because the materials they are using for the VVT has too low of a melting point, the rotary will eat it quickly. Why would one want to cruise around at 4psi, at CRUISE I want MILEAGE, do I want to be able to step on it and have boost right away? Sure! In the mean time I will live with lag for mileage.

 

It doesn't matter I'm going to test it out anyway. You're just jealous that the experiment turbo is going into my FD than yours.

 

I don't have an FD, and before you say blah blah blah can't afford it, I really don't care, I think before you start comparing apples to oranges here you should know they are different. Maybe a little more research is in order.... If i really want to I will go pull a turbo off a F350 in the junk yard, for like 500 bucks, and have this mystical set up.

 

Time will tell my friend If the harley is succesful than I think of trying it on a 2JZ, I got a donor for the supra.

 

Also as of now the project turbo is a gt40, I want to know what turbo would you recommend beside the gt40?

 

I suspect there will be major problems with "cruising at 4 psi". Assuming you have no detonation, and can tune for the same AFR, the engine simply will make more torque than it would under vacuum. Basically, for this to work usefully, you would have to drastically change the gearing in the car(taller gears, to utilise this low end power for cruise). Essentially you would just move all the stable operation points(cruise settings) lower in the rpm band.

Since you guys aren't denying VVT style technology, i guess that means the cat's out of the bag?

 

How about some real facts about the product? Why not just come clean with what you're doing.

From what I can gather you are modifying existing turbos and swapping out turbine housings with something you are making.

Why gather interest if absolutely nothing is revealed about this product?

-Kevin

 

1. not tested on my Fd yet
2.patent pending
3.too busy

 

I'm not here to sell the turbo(not yet) just to gather interest. This turbo is going to be test edover and over before being on the market so make it atleast 6 month or so for results.

 

I'm all for innovative ideas, and good luck with it. It's definitely not easy to qualify a turbo, and I hope that the person dealing with it understands this. Hopefully he knows what goes into qualification of a shelf turbo, and can get it to work with a hot burning rotary. I am very skeptical until I see any facts, data or ideas though.

Kevin

 

Who knows, some of us would probably be able to offer some useful input and advice on the product too.

 

This is a great idea, I need to gather everything about a rotary engine to present it to him so he could make it to our specification. All I know is that it tested on a piston and diesel engine with success. Since I'm a rotary guyI wanted to test it on a rotary before others. Any ideas would be appreciated.