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From: tohaapanen@watrose.UUCP (Tom Haapanen)
Newsgroups: net.auto
Subject: Re: turbos and other superchargers
Message-ID: <7834@watrose.UUCP>
Date: Fri, 21-Feb-86 16:55:09 EST
Article-I.D.: watrose.7834
Posted: Fri Feb 21 16:55:09 1986
Date-Received: Mon, 24-Feb-86 20:58:48 EST
References: <5004@kestrel.ARPA>
Reply-To: tohaapanen@watrose.UUCP (Tom Haapanen)
Organization: U of Waterloo, Ontario
Lines: 27
Keywords: turbo, supercharger

In article <5004@kestrel.ARPA> king@kestrel.ARPA (Dick King) writes:
>
>>  It is very easy to change the gearing on a supercharger to control
>>  the boost.   
>>  How could a turbo user modify the amount of boost in a few minutes?
>
>Well, turbos have "dump servos" or "waste gates" that bypass a
>proportion of the exhaust past the turbine that depends on the
>compressor's output pressure.  Couldn't the setpoint of the waste gate
>be changed much more easily than changing the gear of a supercharger?
>Seems to me that it could be changed while the car was running,
>continuously variable, by a choke-knob-like adjuster!

Dick is right; this is in fact what practically all turbo'd race cars
have.  (At least WEC, IMSA, F1 and WRC).  During qualifying, the
driver 'cranks up the boost' to provide better lap times; during the
race he'll keep it at a lower boost to conserve the engine and
gasoline (critical in WEC and F1), and turn it up for passing other
cars when necessary.


				   \tom haapanen
				   watmath!watrose!haapanen
I'm all lost in the Supermarket
I can no longer shop happily
I came in here for that special offer
Guaranteed personality				 (c) The Clash, 1979