07-28-2013, 11:18 PM | #1079 | |
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07-28-2013, 11:23 PM | #1080 |
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I know that a dyno can correct for the difference in a NA car between sea level and our altitude.
So that means that my car made 168 HP stock at sea level even when in reality it would not be putting that down to the wheels at our altitude. The charger physically isn't able to make the same boost at our altitude so nothing can be corrected that does not exist. |
07-28-2013, 11:26 PM | #1081 | |
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07-28-2013, 11:40 PM | #1082 | |
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Example; when I was in Colorado Springs, an NA car would lose about 18% horsepower when compared to the same NA car at sea level. A turbo car would only lose about 5% and a supercharged car about 4-5%.
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07-29-2013, 12:19 AM | #1083 | |||
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Anyway, enough of this for now. I'm looking forward to some new performance data and tune info. Last edited by Fast_Freddy; 07-29-2013 at 01:44 AM. |
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07-29-2013, 01:01 AM | #1084 | |
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07-29-2013, 08:57 AM | #1085 |
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It should, but do we know for sure that disabling the system below 3000 rpm would prevent the cell?
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07-29-2013, 09:12 AM | #1086 |
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@fenton
I can't find how you ended up implementing the engagement switch. Is it monitoring a voltage level or is it a physical switch that you bolted in somewhere? I'm sure it's mentioned somewhere in the thread, but there are way too many pages to read them all again looking for it.
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07-29-2013, 09:40 AM | #1087 | |
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07-29-2013, 09:56 AM | #1088 | |
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N/A: 14.5/13 = -11.5% Turbo with gauge reference: 19.5/18 = -8.3% Turbo with abs reference (BMW, Audi, others?): 19.5/~19.5 = ~ 0% Mech super: 19.5/17.5 = -11.5% *fixed speed relation to engine so PR applies. so 5psi @ SL will be 4.5psi @ 4000'. FTS 19.5/17.75 = -10% (compressor rpm increases slightly due to lower density @ altitude, so PR is up, ~ 1/2 way between a turbo an mech super) SC piston aircraft (WW II) had 2 gear ratios (low alt and high alt) since it does not compensate for altitude. Modern turbo aircraft engines primarily 'turbo normalize' to maintain +SL performance regardless of elevation. So..Fenton racing a BMW 135i which can maintain nearly zero loss @ altitude..nice! Rob |
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07-29-2013, 10:38 AM | #1089 |
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^ good find.
As for your e-charger at altitude, I bet it is making up some of your atmospheric differences and making it feel even better than when you were NA. 3500 feet isnt going to have nearly the strain that 6400 feet of Colorado Springs but will still make a stock BRZ/frs even more sluggish.
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07-29-2013, 11:48 AM | #1090 | |
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As for your other question, a window switch with 3000 engagement will not get rid of the CEL. Yes you probably wont get a CEL in first or second but in third and greater going WOT at 3000 to 4000 will result in the CEL coming on. I drove the car like this for 3 weeks and it didnt have any ill effects other than the light coming on. The tune gets ride of the CEL for good though. |
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07-29-2013, 02:19 PM | #1091 | |
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Again, centri or positive displacement SC do not compensate for altitude, unless provisions are made (Audi 3.0 SC) to recirculate some pressure. |
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07-29-2013, 03:47 PM | #1092 | |
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Without coming across as insulting, I think we are agreeing in a circular manner with slightly different details. In theory long as the system stays sealed and uses a recirculating bov setup, then the pressure stays an even constant. But both superchargers and turbochargers compress air the same way and as long as its a sealed system they work the same way. They both have the same effects at negating altitude for an internal combustion motor simply because they are forcing more air into the same volume, essentially making the thinner air at altitude a non issue and keeping the power output of the motor in a range of normalcy. The reason for two-step superchargers was to prevent over boosting at low altitudes since boost is mechanically controlled through gear ratio as opposed to pressure release valves. Roughly 10psi at sea level is the same as 30psi at 30,000 feet. Pretty good section on altitude effects. Again, I think we are agreed, just having a discussion on the topic. http://en.m.wikipedia.org/wiki/Supercharger Since the E-charger doesn't have a bov or anything, once the air is compressed and blown towards the TB, it will stay the same pressure even on throttle let off. The issue you run into then is compressor back surge, which is a whole separate issue, but I think since the charger disengages when not powered, I assume the air pressure will just back itself into the airbox through the compressor.
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