Full throttle Electric Supercharger Build Thread

[fenton]

Originally Posted by bfrank1972

Wow, stepping it up guys - that's looking like ballpark 50% increase in boost in the upper RPM range.

I know this is a prototype system - how does recovery seem running at 4.5kw?

I have not noticed a issue with recovery, however; to run this system you really need the dual rechargers. If you don't, this one draws so much power that recharge times go up... obviously

The aux battery also helps, there is a larger reserve to draw from.

[bfrank1972]

Originally Posted by fenton

I have not noticed a issue with recovery, however; to run this system you really need the dual rechargers. If you don't, this one draws so much power that recharge times go up... obviously

The aux battery also helps, there is a larger reserve to draw from.

Certainly make sense. I apologize if this has been answered already earlier in the thread, but is the stock alternator rating up to handling dual rechargers under heavy use?

I think I remember Rob quoting >1 minute continuous throttle before depletion on the 'old' system, so if this new compressor buys us at least 20whp at maybe 45 second run to depletion, it would seem quite worthwhile to me.

Exciting stuff guys, thanks for all the hard work!

[fenton]

Originally Posted by bfrank1972

Certainly make sense. I apologize if this has been answered already earlier in the thread, but is the stock alternator rating up to handling dual rechargers under heavy use?

I think I remember Rob quoting >1 minute continuous throttle before depletion on the 'old' system, so if this new compressor buys us at least 20whp at maybe 45 second run to depletion, it would seem quite worthwhile to me.

Exciting stuff guys, thanks for all the hard work!

Dual recharges draw about 50A so yes the stock alternator is up to the task. I dont notice any dips in idle or extra load while driving. The standard 3.5kw system lasted at least 1:30 so this i would assume would last a minute or so straight. However when you add the dual rechargers and aux battery that time is increased again.

[raven1231]

Looking good!

[Gary in NJ]

That is a significant change. The aggressive DR would be helpful in that 30 to 60% throttle range where nothing is really happening in the engine compartment.

BTW, I've taken the time to map my throttle travel.

There are 2-1/2 inches of usable throttle travel. Here's how I arrive at the value:

Measured from the bottom of the throttle the distance to the firewall is 3-1/2 inches. This is the idle position. Fully engaged with the throttle sitting on the bump stop the throttle is still 1 inch from the firewall. So the useable range is 2-1/2 inches.

(0 to 10%) At rest, the first quarter inch of travel is dead space, nothing changes in this range. This dead zone or area of free play allows for a smooth transition to throttle. This is especially true if the car has a manual transmission (shame on you if it doesn't). The car would feel jumpy with on-throttle / off-throttle transitions without this 1/4 inch of dead space. It seems once the car is moving the ECU eliminates much of the dead space.

(10 to 30%) The next 1/2 inch of travel is where 95% of normal operations happen. This includes cruise (around 15-20% throttle or 3/8 to 1/2 inches), casual acceleration and small to medium hill climbing.

(30 to 60%) The next 3/4 inch of usable travel is the part of the throttle travel where you wish the ESC was engaged, but it's not. There are two reasons to be in the 30-60% throttle position. One, you need more power then a typical cruise throttle setting will provide, such as a hill climb. You don't need/want boosted power but you do need some more. In this case you'll be in that second third of throttle travel. The second reason to be there is "just passing through" (visiting) on your way to boosted power.

(60 to 100%) This is the fun zone. My ESC engages with 1 inch of remaining useable throttle on its way to the 75 to 100% zone (at 75% travel the throttle plate is fully open, as far as the ECU is concerned, you're at WOT). By the time you get to this zone you are clearly asking the ESC to engage. There are no surprises here - I've asked for something to happen. There is little use in trying to control the throttle here, you're on your way to 100% throttle engagement. You wont be here for long though as the car is accelerating. Rapidly.

So yes, if more aggressive Drag Reduction can help make that 30 to 60% zone more useful, that would be a big improvement on driveability.

[Thatruth2001]

Originally Posted by fenton

Update time:

Rob has developed some new goodies for me to test. Please note these are experimental and the only ones in existence as of today. This new unit will require a retune in order to be 100 percent realized in the bottom end. There is enough boost down low to kick my tune into a load cell that was set richer on purpose. That's not to say it isn't drive able though ..... This thing hauls ass!

What we have below is a experimental compressor housing and new impeller design. These changes increase load quite dramatically from 3.5kw to 4.5kw. Inorder to coop with increased load Rob has created a new controller that is beefier and uses a bit more expensive components. This new controller runs DR very aggressively. It operates basically anywhere in the revrange and really helps you scoot along in the lower gears. My boost gauge usually reads -.3 to +.3 when drag reduction is pulsing... I will try to get a video of this later.

We have also opted to add an auxiliary battery to increase the size of the dump battery so please excuse the mess of wires as I haven't cleaned it up yet.

Please see attached graph (pulled from datalogs) showing how this new compressor affects boost!!










Sent from my HTC One using Tapatalk 4

Rob, I know what I want for Christmas!

On another note, the beefed up controller looks like it is making things tight in the current location. Additionally, I noticed the new design does not have the fan for cooling. A few months ago Rob and I exchanged emails about flipping the location of the controller next to the window washing fluid is located. Then I would consider relocating the AUX battery charger to the current controller location. Both the controller and aux charger will both benefit for the potential of cooler air once the hood rubber mining is removed.

[SloS14]

This is starting to get really good. Can't wait to see some dynos with the new stuff

[fenton]

Originally Posted by Thatruth2001

Rob, I know what I want for Christmas!

On another note, the beefed up controller looks like it is making things tight in the current location. Additionally, I noticed the new design does not have the fan for cooling. A few months ago Rob and I exchanged emails about flipping the location of the controller next to the window washing fluid is located. Then I would consider relocating the AUX battery charger to the current controller location. Both the controller and aux charger will both benefit for the potential of cooler air once the hood rubber mining is removed.

Surface area is increased quite a bit with this box as is the compartment the electronics are in. This model also has heatsinks on all three sides.

[Bu-Tang]

@fenton take me for a ride!!!

[Thatruth2001]

Originally Posted by fenton

Surface area is increased quite a bit with this box as is the compartment the electronics are in. This model also has heatsinks on all three sides.

I could tell instantly when I saw the photo the unit is just shy of the size of this original controller with the fan. So the new unit is putting our some heat that will need to be addressed. Hopefully you have sometime in the coming days to push the unit hard and determine how quickly you trip the 26.x voltage limiter.

I know everyone is reading into this like what the hell. . . . Rob is starting version 2.0 without releasing 1.0. . . . .

Hang in there guys!

[Sojhinn]

Grr. I wish my school would approve funding for me. They are taking forever. I'm a physics teacher and I was going to setup a dual lesson with the auto teacher. We were going to mix bernoullis formula, electrical, and our in house dyno for practical lessons. I need this esc for the awesome lessons. Come on school approve me!

[Robftss]

Originally Posted by Thatruth2001

I could tell instantly when I saw the photo the unit is just shy of the size of this original controller with the fan. So the new unit is putting our some heat that will need to be addressed. Hopefully you have sometime in the coming days to push the unit hard and determine how quickly you trip the 26.x voltage limiter.

I know everyone is reading into this like what the hell. . . . Rob is starting version 2.0 without releasing 1.0. . . . .

Hang in there guys!

Presently:

TQ-18024v upto 180 hp
TQ-25024v upto 250 hp

This is the development of the TQ-30024v, not version 2.0, lots of interest in the 220-260hp base engines for which it is suited for. It will adapt to the FT86 though, and better than I thought!

Rob.

[Gary in NJ]

Looking forward to the updated system.

Also, I updated my post above (#2049) regarding throttle inputs. After a drive down the highway I was able to fine-tune some of my estimates.

[GT86meMR2]

This is just getting better and better :o question though is this experimental compressor going to be alot more expensive?