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Post by enginewhisperer on Jan 11, 2012 22:41:51 GMT -5
fuel senders are a voltage divider already, and sometimes draw a fair bit of current. You may have to experiment a bit with the dropping resistors to get the right value (or measure the resistance of the sender unit, and make it the 6v side of your voltage divider - then you just need one series resistor)
Otherwise, get a 7805 regulator. They're cheap and will handle more current. You can add diodes to the ground pin to bring the output voltage up .6v at a time - or can use a resistor there to adjust it.
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Post by enginewhisperer on Jan 10, 2012 4:54:40 GMT -5
I've already been talking to Geoff about this, so will be involved
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Post by enginewhisperer on Jan 4, 2012 3:52:03 GMT -5
anything that can't be TIG welded isn't worth joining together
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Post by enginewhisperer on Dec 9, 2011 3:28:21 GMT -5
let me know if you guys want to offload the leaf blower - I need a big one like that to spin my big turbo (which is still a lot smaller than the GT6041!)
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Post by enginewhisperer on Oct 27, 2011 1:07:25 GMT -5
you could also use CO2 to pressurise the fuel (similar bottle pressure to N2O, liquid storage, etc)
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Post by enginewhisperer on Oct 25, 2011 1:33:32 GMT -5
giant pump needed!
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Post by enginewhisperer on Oct 23, 2011 0:16:54 GMT -5
I think if the compressor and turbine sizes are about right there's no need for the vanes, so you may as well remove them for better efficiency.
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Post by enginewhisperer on Oct 21, 2011 22:16:06 GMT -5
I've used one, from a nissan patrol 3L turbo diesel.
The turbine is a bit small compared to the compressor - for jet use. I ended up removing the variable vane setup to increase flow through the turbine side.
The engine ran really well, but exhaust temp was fairly high (around 700°C at 1.5bar or so boost)
I then replaced the turbo with one from a mitsubishi starion, which has a similar sized compressor but much larger turbine, and had EGT of around 550°C at up to 2bar.
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Post by enginewhisperer on Oct 14, 2011 9:01:38 GMT -5
good stuff!
I'd come and watch, but am currently in Qld!
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Post by enginewhisperer on Sept 29, 2011 2:56:11 GMT -5
keep me posted
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Post by enginewhisperer on Sept 28, 2011 17:41:44 GMT -5
give me a yell when you're doing testing and I'll see if I can visit, with an extra camera and a set of earmuffs
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Post by enginewhisperer on Sept 8, 2011 4:05:04 GMT -5
yep, the main advantage of a radial compressor is a fairly high pressure ratio in a single stage.
A single axial fan can't give you much pressure, and the diagonal / mixed flow compressor will only be a bit better I think, since it can't make use of the centrifugal force a radial compressor has.
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Post by enginewhisperer on Aug 20, 2011 3:52:52 GMT -5
I think the bearings used in turbochargers have to win on reliability, either ball bearing or plain brass bushes. There will also be large thrust loads on the shaft, which I guess are not a major issue to handle with air bearings either, but depending on where the bearings are located there might not be a massive pressure differential across them (eg using bleed air into an area behind the compressor wheel will under high pressure already)
The capstone's air bearings are very interesting, but I wonder how well they'd work under varying revs and lateral / gyroscopic loads in an aircraft.
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Post by enginewhisperer on Aug 17, 2011 8:48:01 GMT -5
ready for a drive?
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Post by enginewhisperer on Aug 8, 2011 16:45:16 GMT -5
I think they were just a bit confused as to why someone would build a jet engine They were also surprised at the results we're getting out of the GT3071R on the car vs the previous 2871R!
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