Initial BorgWarner EFR 9180 T4 IWG impressions
Right, exactly.
I'm not sure about you, but for designing a track car you commonly get asked for NA vs. Supercharger vs. Turbocharger on anything but a rotary. Horsepower of the NA/Supercharger (Roots/Screw Style) are significantly less than the output of the Turbocharged engine, yet the laptimes are similar. It's not due to torque output... It's due to driver comfort and being repeatable. That's why a Linear Boost Curve on a Turbocharged Car makes perfect sense. You dial it in to make more power with more RPM. This makes it more drivable vs. a blowing the doors off aggressiveness in the low/midrange. There's nothing wrong with leaving power on the table when you've got fucktons of it to spare. That's what OEMs call Reliability and Engineers call Factor of Safety.
I'm not sure about you, but for designing a track car you commonly get asked for NA vs. Supercharger vs. Turbocharger on anything but a rotary. Horsepower of the NA/Supercharger (Roots/Screw Style) are significantly less than the output of the Turbocharged engine, yet the laptimes are similar. It's not due to torque output... It's due to driver comfort and being repeatable. That's why a Linear Boost Curve on a Turbocharged Car makes perfect sense. You dial it in to make more power with more RPM. This makes it more drivable vs. a blowing the doors off aggressiveness in the low/midrange. There's nothing wrong with leaving power on the table when you've got fucktons of it to spare. That's what OEMs call Reliability and Engineers call Factor of Safety.
Its all in the tuning. The right tuner can make a well built car do anything you want it to. It is alot easier to tune a big turbo to do more with less spool that to tune a little one beyond its functional range.
Skeese
Joined: Mar 2001
Posts: 30,807
Likes: 648
From: FL-->NJ/NYC again!
Thread
Thread Starter
Forum
Replies
Last Post
Turblown
Vendor Classifieds
12
Oct 17, 2020 03:25 PM
joel(PA)
Race Car Tech
0
Oct 1, 2015 10:25 AM
