Ram Air VDI Mod for FC?
07-18-16, 08:33 AM
#76
Well... Now I feel like the concepts presented are being grasped a little better.
How can you get out of the box & into the box at the same time?
It's basically Schroedinger's Cat in a mechanical form. I have my own version in the box now.
Previous experiments indicate that the Solution to the problem requires a flexible membrane in an extra dimensional space to recycle the energy & redirect it back into the system at a lower pressure point in the cycle or as a Harmonic. Recycling Time as a Pressure Wave in an extra Space.
or: Why does a Cat's Purring Generate Love in Humans.
Ergo - A Rotary Purring Kitty Kompanion which could be A 1000 watt Woofer ported to the VDI!
I could wire up a knock sensor to an old power amp with a Cap, Inductor coil and some Resistors to filter out the noise & change the phasing to boost the pulse wave in time with the RPM's. Using the Ram Air as variable resistance back-pressure on the woofer helps to keep the wave-form tight without excessive dampening from the woofer suspension.
It's a different way of doing it. The Normal methods of thinking about flow in a Rotary are crude & basic for a good reason.
Unless you're Master of the Pipes of Pan your stuck with the Lyre... Might as well be Plucking a Flute!
How can you get out of the box & into the box at the same time?
It's basically Schroedinger's Cat in a mechanical form. I have my own version in the box now.
Previous experiments indicate that the Solution to the problem requires a flexible membrane in an extra dimensional space to recycle the energy & redirect it back into the system at a lower pressure point in the cycle or as a Harmonic. Recycling Time as a Pressure Wave in an extra Space.
or: Why does a Cat's Purring Generate Love in Humans.
Ergo - A Rotary Purring Kitty Kompanion which could be A 1000 watt Woofer ported to the VDI!
I could wire up a knock sensor to an old power amp with a Cap, Inductor coil and some Resistors to filter out the noise & change the phasing to boost the pulse wave in time with the RPM's. Using the Ram Air as variable resistance back-pressure on the woofer helps to keep the wave-form tight without excessive dampening from the woofer suspension.
It's a different way of doing it. The Normal methods of thinking about flow in a Rotary are crude & basic for a good reason.
Unless you're Master of the Pipes of Pan your stuck with the Lyre... Might as well be Plucking a Flute!
07-18-16, 09:16 AM
#78
Well... My observations indicate that the average air speed velocity of a migratory swallow is about 28 knots against a 3 knot head wind parallel to the beach.
Which means we should probably target our calculations for Resonance of a Membrane with a loading pressure wave for the Air Ram at (28 + 3) x 2 Knots or about 70 MPH for Unity Operation of the Resonator.
So again, about 1 PSI at the atmospheric interface multiplied by the inlet to outlet ratio = 3.42 PSI available at Unity un-powered. That's the dynamic range of the pressure swing. In a powered mode we can expect a 6 DB gain or 3 times the pressure available = 10 PSI on the Pulse Swing.
There might be a Reversion Factor to correct for in the stock airway. I could use several stacked Reversion Cones in the air tube to Reverse the Pulse at different lengths. Nikolai Tesla called them "Valvular Conduits" because they keep flow moving in 1 direction. Of course, the reversion cones can be powered the same as a woofer to pulse in time as a pump/booster to Ultra-Charge the system.
For what it's worth, electric motors & mechanical camshafts can do the same job as a Woofer's voice-coil & magnet. I had several very large motor-driven sub-woofers for a concert rig - & the drive units were used on the International Space Station for creating sonic stasis fields for holding experimental samples perfectly still in micro-gravity for analysis... Application can vary greatly for whatever needs are required or imagined.
Which means we should probably target our calculations for Resonance of a Membrane with a loading pressure wave for the Air Ram at (28 + 3) x 2 Knots or about 70 MPH for Unity Operation of the Resonator.
So again, about 1 PSI at the atmospheric interface multiplied by the inlet to outlet ratio = 3.42 PSI available at Unity un-powered. That's the dynamic range of the pressure swing. In a powered mode we can expect a 6 DB gain or 3 times the pressure available = 10 PSI on the Pulse Swing.
There might be a Reversion Factor to correct for in the stock airway. I could use several stacked Reversion Cones in the air tube to Reverse the Pulse at different lengths. Nikolai Tesla called them "Valvular Conduits" because they keep flow moving in 1 direction. Of course, the reversion cones can be powered the same as a woofer to pulse in time as a pump/booster to Ultra-Charge the system.
For what it's worth, electric motors & mechanical camshafts can do the same job as a Woofer's voice-coil & magnet. I had several very large motor-driven sub-woofers for a concert rig - & the drive units were used on the International Space Station for creating sonic stasis fields for holding experimental samples perfectly still in micro-gravity for analysis... Application can vary greatly for whatever needs are required or imagined.
07-18-16, 10:18 AM
#81
MECP Certified Installer
Clokker, I saw that part.
I also saw the part where we are going to take something that is 1% efficient at turning electrical energy into sound waves to pressurize the intake.
To hell with the thing already invented and used that is ~75% efficient...
I also saw the part where we are going to take something that is 1% efficient at turning electrical energy into sound waves to pressurize the intake.
To hell with the thing already invented and used that is ~75% efficient...
07-18-16, 11:12 AM
#82
Nothing wrong with healthy skeptisism... I rebelled against conventional thinking as a small child & got away with it.
The real problem with all internal combustion engines is that some idiot decided to use air... My grandma gets a better O2/Nitrogen ratio dragging a little cart behind her...
Of course I know how to easily fix that problem but it creates a Stoic Combustion Temperature of 3000 deg. C !
Altering the Relationship with the Heat of Combustion becomes the Giant Elephant in the room for completely re-working the total efficiency formula.
Traditional Cooling Schemes get thrown out the window. It's not Hopeless... Pouring Salt in the Wound is actually a Good Idea to replace the water-based coolant with a Fluoridated Molten Salt heat exchanging media that can be used to generate torque through a steam-regenerating end cooling circuit for mechanical or electrical power recovery from the excessive Combustion Temps. from both the engine block & the exhaust gases.
Coatings such as Beta-Phase Tantalum can handle the Temps & the Spark Plugs can get thrown in the Trash & replaced with a modern laser ignition system.
Exhaust ports for each rotor have can have their own exducer wheels on a common shaft that spins the flywheel with the starter ring gear or a serpentine-belt setup on both sides for inducer wheels for the intakes as well.
The NA 13B version of "Project X" yields about 750hp. The Compound Turbo version of Project X has 2-5000 HP Top End Limit.
The Ultra Lean-Burn experiments have been developed by Mazda for their piston engines boasting 14:1 compression ratios with a fancy hole in the piston & direct injection & there was a lot of work in the Rotary Tech papers about shaping the Rotor Dish for squeezing the incoming charge to concentrate the fuel mixture at the sparks plugs. They tried various spark plug layouts to get an even spread on the leading flame edge... The 3rd Spark Plug Mod is always an option.
Don't believe me? Take an Oxygen welding tank & spray the gas into the intake...
The real problem with all internal combustion engines is that some idiot decided to use air... My grandma gets a better O2/Nitrogen ratio dragging a little cart behind her...
Of course I know how to easily fix that problem but it creates a Stoic Combustion Temperature of 3000 deg. C !
Altering the Relationship with the Heat of Combustion becomes the Giant Elephant in the room for completely re-working the total efficiency formula.
Traditional Cooling Schemes get thrown out the window. It's not Hopeless... Pouring Salt in the Wound is actually a Good Idea to replace the water-based coolant with a Fluoridated Molten Salt heat exchanging media that can be used to generate torque through a steam-regenerating end cooling circuit for mechanical or electrical power recovery from the excessive Combustion Temps. from both the engine block & the exhaust gases.
Coatings such as Beta-Phase Tantalum can handle the Temps & the Spark Plugs can get thrown in the Trash & replaced with a modern laser ignition system.
Exhaust ports for each rotor have can have their own exducer wheels on a common shaft that spins the flywheel with the starter ring gear or a serpentine-belt setup on both sides for inducer wheels for the intakes as well.
The NA 13B version of "Project X" yields about 750hp. The Compound Turbo version of Project X has 2-5000 HP Top End Limit.
The Ultra Lean-Burn experiments have been developed by Mazda for their piston engines boasting 14:1 compression ratios with a fancy hole in the piston & direct injection & there was a lot of work in the Rotary Tech papers about shaping the Rotor Dish for squeezing the incoming charge to concentrate the fuel mixture at the sparks plugs. They tried various spark plug layouts to get an even spread on the leading flame edge... The 3rd Spark Plug Mod is always an option.
Don't believe me? Take an Oxygen welding tank & spray the gas into the intake...
07-18-16, 11:30 AM
#83
After pondering the Renesis Intake system & comparing to the S5 VDI setup, There seems to be an added air intake that effectively bypasses the long stock air box on the Renesis Intake.
I'm thinking about cutting the top off the VDI & installing a throttle plate with a filter and fabbing an Air Ram using the Intercooler Scoop on a Turbo Hood for the inlet.
I was considering controlling the opening with an RPM switch & a WOT Relay somewhere in the 4K & up range and running an R-Tek ECU updgrade for Tuning with larger injectors. Stock ports, RB dual exhaust.
I've done the VDI to S4 previously with good success & have an "Un-Molested" '88 GTU to work with that currently runs good. I've already done the exhaust & have the VDI-S4 manifold setup from my old base model S4 that got stripped before going to the junk yard.
The tricky part is getting all the ports to work properly, but I had previously fabbed a custom air system using stock air solenoids & RPM switches. I even made a custom gauge with open & closing LED indicators for monitoring operation of all the individual ports. I still have this setup in my Bone Yard & plan on revamping it somewhat to use the stock air pump instead of the old electric air pump.
My Main Question is "What type of gains should I anticipate from shortening the intake path via a Ram-Air through the top of the VDI?"
I'm thinking about cutting the top off the VDI & installing a throttle plate with a filter and fabbing an Air Ram using the Intercooler Scoop on a Turbo Hood for the inlet.
I was considering controlling the opening with an RPM switch & a WOT Relay somewhere in the 4K & up range and running an R-Tek ECU updgrade for Tuning with larger injectors. Stock ports, RB dual exhaust.
I've done the VDI to S4 previously with good success & have an "Un-Molested" '88 GTU to work with that currently runs good. I've already done the exhaust & have the VDI-S4 manifold setup from my old base model S4 that got stripped before going to the junk yard.
The tricky part is getting all the ports to work properly, but I had previously fabbed a custom air system using stock air solenoids & RPM switches. I even made a custom gauge with open & closing LED indicators for monitoring operation of all the individual ports. I still have this setup in my Bone Yard & plan on revamping it somewhat to use the stock air pump instead of the old electric air pump.
My Main Question is "What type of gains should I anticipate from shortening the intake path via a Ram-Air through the top of the VDI?"
What is the purpose of the Variable Fresh Air Duct (VFAD) unit?
The Variable Fresh Air Duct (VFAD) is a vacuum operated intake valve that is incorporated into the fabric fresh air duct under the nose of the RX-8. The actual VFAD assembly is located under the nose of the car at the entrance to the stock air box. Contrary to many people's expectation, its NOT a tuning device for power – it is a tuning device for noise! Under most driving conditions (low RPM, low power) it draws intake air through the fabric duct to reduce intake noise. At 5250 RPM, the valve opens allowing some intake air to bypass the long fabric tube and reducing the pressure drop.
07-18-16, 11:30 AM
#84
ok... I'll admit it... I like "Rotary Pornography"... If I wait Long Enough, Dreams Do Come True!
From my Personal Stash - https://www.facebook.com/pages/Bille...89059381142420
From my Personal Stash - https://www.facebook.com/pages/Bille...89059381142420
07-18-16, 11:40 AM
#85
MECP Certified Installer
Pouring Salt in the Wound is actually a Good Idea to replace the water-based coolant with a Fluoridated Molten Salt heat exchanging media
Second, why not use just air? How is that idiotic? It is of unlimited supply! We don't live on mars.
The oxygen generator grandma carries on her back can only supply enough pure oxygen to sustain the volume a human can breathe. Think about how much air an engine consumes. Even if you made an oxygen generator that could provide enough pure oxygen for the engine to breathe, it would be the size of the car and consume more energy than it produces in the end.
This is why we have turbochargers! It's a genius design, as it uses wasted energy to force more of that idiotic atmospheric air into the combustion chamber to achieve over 100% volumetric efficiency. Please explain how that is stupid?
Thirdly, why in the living hell would you drive the output of the engine from exhaust gas? Again, this isn't a combined cycle natural gas power plant, nor a nuclear reactor dude. You do realize this all needs to fit under the hood of a car right?
In my occupation, conventional thinking goes out the window, but if you go too far out into left field you will never catch a ball.
07-18-16, 11:56 AM
#86
Well... I'd say that the Nuclear Reactor comparison would more accurately be described as a Plasma Generator - which is the ultimate end product. With all the various systems in place, such as a liquid-Helium cooling circuit & cryo-super-conductive energy storage - a "Zero-Point Module" - You can make both Espresso & Gelato while Flying through the Sky -
Given enough initial energy to get started, The Plasma Chamber will Gasify whatever organic waste you put in the Hopper - Just like the "Mr. Fusion" device in Back to the Future.
Tradition drive train components like-wise end up in the Rubbish-Bin of History. Variable Viscosity Magno-Hydraulic-Electric Drive will do away with transmissions & gears.
To Be Fair... It's an Easy Matter to Pluck the Highest Hanging Fruits from the Tree of Knowledge when We Stand on the Shoulders of the Giants that have Pre-Seeded Us
Given enough initial energy to get started, The Plasma Chamber will Gasify whatever organic waste you put in the Hopper - Just like the "Mr. Fusion" device in Back to the Future.
Tradition drive train components like-wise end up in the Rubbish-Bin of History. Variable Viscosity Magno-Hydraulic-Electric Drive will do away with transmissions & gears.
To Be Fair... It's an Easy Matter to Pluck the Highest Hanging Fruits from the Tree of Knowledge when We Stand on the Shoulders of the Giants that have Pre-Seeded Us
07-18-16, 12:02 PM
#87
MECP Certified Installer
Plasma is not the ultimate end product, heat is.
Are you just screwing with us?
I am trying to engage in intelligent discussion with you but all that comes back is bizarre gibberish.
Are you just screwing with us?
I am trying to engage in intelligent discussion with you but all that comes back is bizarre gibberish.
07-18-16, 12:20 PM
#88
Not to pile it on but....Outside of formula 1, and maybe top fuel dragsters, ram air has been universally debunked as one of the biggest "snake oil" type endeavors in automotive engineering, over, and over again....it's effects for anything under 100mph are fairly negligible, all things considered.
You gotta be going quite fast to see any real benefit.
You gotta be going quite fast to see any real benefit.
07-18-16, 12:32 PM
#89
ok then... Why would someone use the turbo hot side to turn the flywheel? Not my idea but more like a Rolls-Royce design such as this: https://en.wikipedia.org/wiki/Rolls-Royce_Crecy
This was considered just Too Powerful for the Spitfire Airframe... The increases in efficiency were confirmed, though lack of modern materials made the concept "Problematic".
The reason is simple... There is just as much HP available from the Exhaust Pulses & Heat from a Rotary as there is actual Crank HP. 50% of the Energy is simply wasted & more weight is added just to get rid of the noise & heat at a further loss of efficiency.
It need not be that way. Heat & Noise can certainly be exploited for power... General Thinking is simply Faulty & Trapped in a Box.
The power is already there... It just gets wasted & it costs more power to deal with it. So - Yes - a combined cycle natural gas generator is a good example of why you would couple the turbo hot side to the flywheel with a proper reduction housing or possibly a Variable Rate Converter.
Turbo Systems as commonly used have troubles with maintaining Linear Flow under Variable Conditions. The Pulsations of the Rotary Exhaust are Sharp & cavitation of the blade surface might be an issue.
I could only Fathom a guess as to how many Million Man-hours of Turbo Tweaking go on around here trying to get everything to play nice together.
The Opposite of the Compound Turbo Exhaust is the movement of the Inducer side to the opposite side of the exhaust components with a suitable variable reduction drive for Multiple Units on a Common Shaft.
The Heat Reduction & simplified routing of intakes eliminates several problems of Modern Turbo Systems. I'm seeing something similar on the modern Formula One cars.
It's not even close to a "New Idea"...
This was considered just Too Powerful for the Spitfire Airframe... The increases in efficiency were confirmed, though lack of modern materials made the concept "Problematic".
The reason is simple... There is just as much HP available from the Exhaust Pulses & Heat from a Rotary as there is actual Crank HP. 50% of the Energy is simply wasted & more weight is added just to get rid of the noise & heat at a further loss of efficiency.
It need not be that way. Heat & Noise can certainly be exploited for power... General Thinking is simply Faulty & Trapped in a Box.
The power is already there... It just gets wasted & it costs more power to deal with it. So - Yes - a combined cycle natural gas generator is a good example of why you would couple the turbo hot side to the flywheel with a proper reduction housing or possibly a Variable Rate Converter.
Turbo Systems as commonly used have troubles with maintaining Linear Flow under Variable Conditions. The Pulsations of the Rotary Exhaust are Sharp & cavitation of the blade surface might be an issue.
I could only Fathom a guess as to how many Million Man-hours of Turbo Tweaking go on around here trying to get everything to play nice together.
The Opposite of the Compound Turbo Exhaust is the movement of the Inducer side to the opposite side of the exhaust components with a suitable variable reduction drive for Multiple Units on a Common Shaft.
The Heat Reduction & simplified routing of intakes eliminates several problems of Modern Turbo Systems. I'm seeing something similar on the modern Formula One cars.
It's not even close to a "New Idea"...
07-18-16, 01:00 PM
#90
Information Regurgitator
First of all, we are talking about an otto cycle engine, not a nuclear reactor.
Second, why not use just air? How is that idiotic? It is of unlimited supply! We don't live on mars.
The oxygen generator grandma carries on her back can only supply enough pure oxygen to sustain the volume a human can breathe. Think about how much air an engine consumes. Even if you made an oxygen generator that could provide enough pure oxygen for the engine to breathe, it would be the size of the car and consume more energy than it produces in the end.
This is why we have turbochargers! It's a genius design, as it uses wasted energy to force more of that idiotic atmospheric air into the combustion chamber to achieve over 100% volumetric efficiency. Please explain how that is stupid?
Thirdly, why in the living hell would you drive the output of the engine from exhaust gas? Again, this isn't a combined cycle natural gas power plant, nor a nuclear reactor dude. You do realize this all needs to fit under the hood of a car right?
In my occupation, conventional thinking goes out the window, but if you go too far out into left field you will never catch a ball.
Second, why not use just air? How is that idiotic? It is of unlimited supply! We don't live on mars.
The oxygen generator grandma carries on her back can only supply enough pure oxygen to sustain the volume a human can breathe. Think about how much air an engine consumes. Even if you made an oxygen generator that could provide enough pure oxygen for the engine to breathe, it would be the size of the car and consume more energy than it produces in the end.
This is why we have turbochargers! It's a genius design, as it uses wasted energy to force more of that idiotic atmospheric air into the combustion chamber to achieve over 100% volumetric efficiency. Please explain how that is stupid?
Thirdly, why in the living hell would you drive the output of the engine from exhaust gas? Again, this isn't a combined cycle natural gas power plant, nor a nuclear reactor dude. You do realize this all needs to fit under the hood of a car right?
In my occupation, conventional thinking goes out the window, but if you go too far out into left field you will never catch a ball.
Back to reality I agree throw a turbo on there and call it done, but I digress maybe he can run it on unicorn tears and throw on some JDM GTX badges he'll make 10,000whp and be untouchable.
07-18-16, 01:15 PM
#91
I'd tend to agree with "Jumping the Shark" somewhere around "Throwing My Engine Away" & Making a "Wave Radio" out of it.
Entertainment & the Ridiculous can certainly sit at the same table with Historical/Hysterical Hyperbolic Supposition.
I haven't built 2000 hp Rotary Engines... but Some People Try & Do... at least "Tempo-Rarely".
"Put a Turbo on It" will definitely get more votes from veterans with broken drive train parts to prove it. I can Accept that Reality. But I don't have to subscribe to it blindly... I would rather Smash the Box into pieces & "Build a ladder to the Future" where others Fear to Ascend...
Hyper-Bolic Balloonery is Human Nature... Embrace the Horror of Failed Static Systems & Dig Deeper into the Fruits of Greater Knowledge! :P
Entertainment & the Ridiculous can certainly sit at the same table with Historical/Hysterical Hyperbolic Supposition.
I haven't built 2000 hp Rotary Engines... but Some People Try & Do... at least "Tempo-Rarely".
"Put a Turbo on It" will definitely get more votes from veterans with broken drive train parts to prove it. I can Accept that Reality. But I don't have to subscribe to it blindly... I would rather Smash the Box into pieces & "Build a ladder to the Future" where others Fear to Ascend...
Hyper-Bolic Balloonery is Human Nature... Embrace the Horror of Failed Static Systems & Dig Deeper into the Fruits of Greater Knowledge! :P
07-18-16, 01:43 PM
#93
Ban Peak
iTrader: (49)
This thread makes my head hurt.
The "ram-air" idea has been adequately accepted as pissing in the wind. If you're not going to "put a turbo on it" then slap on the S4/S5 VDI setup you have and put your pent up energy into shorter final drive gears and a closer ratio transmission gear set such as one from a Miata. The fun factor when driving will increase exponentially and you won't have spent an incredible amount of time in vain seeking fractions of HP.
The "ram-air" idea has been adequately accepted as pissing in the wind. If you're not going to "put a turbo on it" then slap on the S4/S5 VDI setup you have and put your pent up energy into shorter final drive gears and a closer ratio transmission gear set such as one from a Miata. The fun factor when driving will increase exponentially and you won't have spent an incredible amount of time in vain seeking fractions of HP.
07-18-16, 01:57 PM
#94
Information Regurgitator
I too like the purring kittens part, but as a cat owner I must bring up that they will eventually get hairballs and puke in your VDI. One should plan for that accordingly.
07-18-16, 02:08 PM
#95
Some sound advice! I like it... Rome wasn't built in a day... There's plenty of work to start with... The only time you're finished is when you hit your own expiration date...
Perhaps Now the question might be "Does anyone have an S4 NA R-Tek Stage 2 ECU laying around growing mold?"
or... Maybe this - "Is there a more modern/larger injector I can run without a big hassle" as the stock S4 injectors are never far from having a bad day & ruining my Fun... ie. Flooding or crappy spray patterns or running lean & going Boom?
& then "Does anyone have some laying aboot?"
Is that Better?
I like it... Rome wasn't built in a day... There's plenty of work to start with... The only time you're finished is when you hit your own expiration date...Perhaps Now the question might be "Does anyone have an S4 NA R-Tek Stage 2 ECU laying around growing mold?"
or... Maybe this - "Is there a more modern/larger injector I can run without a big hassle" as the stock S4 injectors are never far from having a bad day & ruining my Fun... ie. Flooding or crappy spray patterns or running lean & going Boom?
& then "Does anyone have some laying aboot?"
Is that Better?
07-18-16, 03:36 PM
#96
To further expand the benefits of Compound Turbo-Super-Charging, I'd like to make the larger point of reducing any weight requirements of the flywheel pressure-plate to that of a faced balancing belt pully.
The rotational inertial of the mass of the spinning turbo inductors, shafts & coupling components & the volume & pressure of the moving gasses in both the intake & exhaust are now directly coupled to the Pressure Plate & Not the E-shaft.
This completely alters the engine dynamics because all the loads are working together in Harmony if the sizing is appropriate.
Just thought I'd finish the Turbo-Compounding for any that are curious about it.
The rotational inertial of the mass of the spinning turbo inductors, shafts & coupling components & the volume & pressure of the moving gasses in both the intake & exhaust are now directly coupled to the Pressure Plate & Not the E-shaft.
This completely alters the engine dynamics because all the loads are working together in Harmony if the sizing is appropriate.
Just thought I'd finish the Turbo-Compounding for any that are curious about it.
07-18-16, 03:51 PM
#97
after reading this thread, i somehow feel like it will evolve soon into a water-combustion powered rotary theory... where arguments go on for hundreds of pages and years of deliberation:
Water-Powered Cars & Inventors Killed - henrymakow.com
like stanley whats his face, who claimed to be the original inventor, who disappeared. and this herman anderson guy standing next to his "chevy cavalier", which incidentally is a honda insight gen 1, i should know, because i own one.
there's also forums for HHO power and dozens for how to make a permanent magnet motor power your whole house and even earn you money by backfeeding power to the grid.. after wasting an hour and seeing people devote their miserable lives to these falsities i felt like smashing my face against my keyboard repeatedly.
the reality is, it's a waste of time and not gonna happen. the people who created these theories know that they cannot be proven or disproven, only giving you enough pieces of the puzzle so that you go off on a wild goose chase to find out one way or the other for yourself.
troll on.
Water-Powered Cars & Inventors Killed - henrymakow.com
like stanley whats his face, who claimed to be the original inventor, who disappeared. and this herman anderson guy standing next to his "chevy cavalier", which incidentally is a honda insight gen 1, i should know, because i own one.
there's also forums for HHO power and dozens for how to make a permanent magnet motor power your whole house and even earn you money by backfeeding power to the grid.. after wasting an hour and seeing people devote their miserable lives to these falsities i felt like smashing my face against my keyboard repeatedly.
the reality is, it's a waste of time and not gonna happen. the people who created these theories know that they cannot be proven or disproven, only giving you enough pieces of the puzzle so that you go off on a wild goose chase to find out one way or the other for yourself.
troll on.
Last edited by RotaryEvolution; 07-18-16 at 03:57 PM.
07-18-16, 03:57 PM
#98
If your going that far... the modern Trend is to ditch the starter motor & alternator and the flywheel has magnets for a generator to further consolidate the rotational inertia & operate front wheel motors with a battery-super capacitator bank instead a normal battery.
The new Acura NSX uses this type of Aux Electric Drive.
I would estimate a properly done 13B could put down 1000 HP AWD, Re-Lie-ably with all systems functioning.
I suppose I could just use the B&S 20 KW generator sitting in the garage...
The new Acura NSX uses this type of Aux Electric Drive.
I would estimate a properly done 13B could put down 1000 HP AWD, Re-Lie-ably with all systems functioning.
I suppose I could just use the B&S 20 KW generator sitting in the garage...
07-18-16, 04:09 PM
#99
my honda insight uses that technology, but ironically it hinders fuel economy on the highway once you are rolling. it merely helps regain lost energy while at slow speeds, in city and traffic to shut off the engine and recharge the batteries while braking for electrical assist when accelerating. but if you drive properly any car can be equally as efficient without the electrical portions mentioned.
shutting the engine off at a coast down speed to a stop, avoid using the brakes unless absolutely necessary, do not stop unless absolutely necessary, maintain steady and light pedal input to accelerate, cut injectors off when coasting or decelerating, etc, etc, etc.
supercars are using this technology to boost their numbers, but it is effectively the same as say nitrous. it is not a continuous power supply and it saps power and economy when you aren't using it to recharge the depleted battery cells.
honda actually mass produced that idea back in 2000, when my car was built. but it didn't catch on until more recently.
when my battery is fully charged and i romp on it, the car is actually not that bad. when the battery is dead and in recharge mode, the car drives like it has 4 flat tires, acceleration is nonexistent.
shutting the engine off at a coast down speed to a stop, avoid using the brakes unless absolutely necessary, do not stop unless absolutely necessary, maintain steady and light pedal input to accelerate, cut injectors off when coasting or decelerating, etc, etc, etc.
supercars are using this technology to boost their numbers, but it is effectively the same as say nitrous. it is not a continuous power supply and it saps power and economy when you aren't using it to recharge the depleted battery cells.
honda actually mass produced that idea back in 2000, when my car was built. but it didn't catch on until more recently.
when my battery is fully charged and i romp on it, the car is actually not that bad. when the battery is dead and in recharge mode, the car drives like it has 4 flat tires, acceleration is nonexistent.
Last edited by RotaryEvolution; 07-18-16 at 04:19 PM.
07-18-16, 04:50 PM
#100
Red Pill Dealer
iTrader: (10)
It is a big engineering problem (not so much the regenerative stuff, it will always be there in my opinion). The motor and regen on every wheel, two motors for front and back, or just one motor and regen.
Motor at each wheel puts weight in all the wrong places.
Motor at each wheel puts weight in all the wrong places.