Vf52 experiences vs 46

Posts specific to the 2.5 litre turbo engine

Re: Vf52 experiences vs 46

Postby GT-B Spec R Pilot » Sun Dec 08, 2013 7:03 pm

gen3v8 wrote:Just out of curiosity..Does anyone know how much power is needed to supply high flow and pressure with an ELECTRIC artificial atmospherer?


I don't know the exact answer to your question but the test setup I saw it wasn't the power consumption but the current required for the rapid spool time that was the issue. At 12v the current would easily hit 1400A, about the same as a modern land cruiser starter motor, but it will hit 1400A every time you want it to spool quickly whereas a starter motor is once for a few seconds then it can cool down. At 48v the current drops to about 300A and it spools quicker. In both set ups the current can be electronically controlled but the trade off is an increase in spool time. A larger flow needs a bigger fan which means more inertia and either higher current to spool or more lag if you limit the current. There's no free ride as the saying goes... 48v was chosen as it's in use by military applications already and this was one of the target markets.
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Re: Vf52 experiences vs 46

Postby KiDo_Tuning » Mon Dec 09, 2013 12:39 am

PoidaGT wrote:Hey Matt
I can't find any details about Subaru's proposed electric turbo.
All the websites talk about it being a rumour that Subaru are still working on it.
Have you got a link that goes into details?

Here is a link with some guys putting Holset turbos into a WRX
http://www.wrxforums.com/forums/12-turbos-nitrous/12785-i-just-picked-up-holset-he351ve-vgt-turbo.html



Sorry, missed your post

New STi ;)

New turbos have a very low M.O.I with billet wheels etc so a brushless motor with ANY exhaust gas offering inertial momentum, the advantages are better cylinder scavenging as the turbo can effectively suck the chamber clean if required!
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Re: Vf52 experiences vs 46

Postby gen3v8 » Mon Dec 09, 2013 6:27 pm

GT-B Spec R Pilot wrote:
gen3v8 wrote:Just out of curiosity..Does anyone know how much power is needed to supply high flow and pressure with an ELECTRIC artificial atmospherer?


I don't know the exact answer to your question but the test setup I saw it wasn't the power consumption but the current required for the rapid spool time that was the issue. At 12v the current would easily hit 1400A, about the same as a modern land cruiser starter motor, but it will hit 1400A every time you want it to spool quickly whereas a starter motor is once for a few seconds then it can cool down. At 48v the current drops to about 300A and it spools quicker. In both set ups the current can be electronically controlled but the trade off is an increase in spool time. A larger flow needs a bigger fan which means more inertia and either higher current to spool or more lag if you limit the current. There's no free ride as the saying goes... 48v was chosen as it's in use by military applications already and this was one of the target markets.


!7,000 watts is the amount you have spoken, not that a brushless turbo would use that much? I would like to see an electrical system cope with that LOL. But as you say there is no free ride..
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Re: Vf52 experiences vs 46

Postby gen3v8 » Tue Dec 10, 2013 4:39 am

New turbos have a very low M.O.I with billet wheels etc so a brushless motor with ANY exhaust gas offering inertial momentum, the advantages are better cylinder scavenging as the turbo can effectively suck the chamber clean if required![/quote]

Further thought is this is possibly the start of the concept. A sensored brushless motor spooling the turbo up until normal operation carries on. They could even use an engagement system like used on model jet turbines.http://www.sitewavesstores5.com/mm5/merchant.mvc?Screen=PROD&Store_Code=JetCat&Product_Code=P200-SX&Category_Code=TURB

Anyways I`m sorry for wandering off subject. I was mainly watching this topic for an upgrade to a vf52 and I think I will fit on my vf46.
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