jrichker said:The only thing it really does is to lighten your wallet!
,yeah and probably cause a restriction to airflow as well.
MagnaflowGT said:no it doesnt. I dunno how it works with everyone else, but i made my own, a prototype and it works for me just fine, and im working on one for exhaust. I dunno about the mass horsepower gains they are claiming, but i do have a lot better throttle response and my acceleration is a bit better. The thing is just aimed to pull more air in, but they messed up calling it a TURBOnator.
the one im making for the exhaust if designed to work in tandem with the air insert. i mean isnt the whole goal off a free'er flowing engine to gain hp? more air in, more air out, at a faster rate? i dunno how it works with V8s, but im driving a 4 banger around now, and its actually doing me wonders.
Dbeck002 said:I hope your talking about an electric supercharger because...
MagnaflowGT said:so i guess the people on the "turbonator" website, and such are just making up testimonials..? hmm..
anyway, so the turbonator is a dud?
what about the electric supercharger, is that any good, especially since im in a 4.
z9_87 said:I think the electric superchargers would be great... if they could get em to run at say what 100,000rpms to actauly move air w/ their cheap ass blades. (Friend bought one, I laughed)
I mean why not stick a blow drier up your intake or just a mini fan?
z9_87 said:Well I mean if they really wanted to, it could be done. They would have to make it of quality non plastic parts, and have something to tell it what rpm you're at so it can adjust boost accordingly. As far as alternator drag, a stock alt, is what 2 or 3hp? You would need an alt upgrade (big) but still at what 10hp max? If it made 6+psi, you're making more than 10hp with the thing so you still gain.
Currently however they are crap.
Well like I said, if you designed it correctly. It is possible to engineer a fan that spins 7000rpm's w/o using 700apms.crazypete said:No way dude, 3 starter motors + supercharger casing plus ducting plus HEAVY guage cable running through the car PLUS 5 marine batteries = net hp loss after all that weight is factored in
vristang said:I hope your not saying that an electric supercharger is worth while. Maybe I misunderstood the joke?
I agree with your conclusion (that this device is useless), but I think it is important to clear up a few things. Bear with me, this will be tough wilthout using diagrams.
Laminar flow produces less drag... to a point. Laminar flow is more efficient when the boundary layer is small. The boundary layer is the layer of air closest to the object which the air is flowing over. In the boundary layer the velocity of the air will degrade as it gets closer to the object. The air closest to the object will have near zero velocity and the air farthest from the object will have the greatest velocity. However, the boundary layer gets thicker as it travels farther along the object. This means that after moving along an object for 6" the boundary layer is still small, but after 60" it will be larger. The boundary layer can be thought of as high turbulence. So as the boundary layer gets larger aero drag increases. After a certain distance of laminar flow, it will become beneficial to introduce some disruption of the boundary layer. I think this is the objective of this device, but the boundary layer should not grow enough to cause problems inside an engine, where the direction and velocity of the air is constantly changing as throttle and valves open and close. There have been wind tunnel tests that showed that a small hill or valley on the surface of a long part can decrease the thickness of the boundary layer and reduce drag (which will mean higher velocity is possible) One last example... Imagine a long diamter of pipe with high velocity air traveling through it. As the air travels down the pipe the boundary layer becomes thicker, reducing the diameter of the laminar flow from all sides.
Tubulent flow can actually be beneficial to airflow. A few years ago I read an SAE paper on how head designers had been increasing tubulence ( and thus pressure) in the intake port of the heads to increase airflow through the corner just above the valve and past the valve. The increase in pressure helps push the air past the restrictive parts of the intake runner. How it works deals with the angle of the floor and the roof of the runner. Not all of the details were revealed, but this would appear to be a good explanation as to why an unexperienced person can port his heads and get worse performance than in the stock condition. Actually, a supercharger and a turbo will both slow air by forcing it to change direction. In doing so though there is an increase in pressure which will help more than velocity in getting air past restrictions and into the cylinder. Increasing velocity will produce gains but not to the extent that increasing pressure will. Also keep in mind that it is TURBULENCE that gets the fuel into smaller particles. What comes out of the fuel injectors is actually rather chunky. This is why some professional head porters will not polish an intake runner (but this is still a heavily debated subject).
Just wanted to share what I have learned over the years.
There is no way I would ever buy one of these. But, if given to me I would put it on just so I could see the results for myself.
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