Originally posted by Stephen Max
The locked thread down the page has a link to a website for an electric turbocharger that claims it will produce 2 psi at 800 cfm.

Is that feasible?

Well, pushing 800 cfm at 2 psi requires almost 7 hp, or a little more than 5 kW. 5 kW supplied by a 14 volt alternator requires a current of over 350 amps.

Better upgrade your alternator while you're at it.

And yet the same website says that the blower pulls 19 amps. Hmmm. 19 amps at 14 volts is only 266 watts, or about a third of a horsepower. At 2 psi, 1/3 hp would provide less than 40 cfm. Conversely, using only 1/3 hp to push 800 cfm would yield a boost pressure of only about .1 psi. There is a serious disconnect here.

Or, they are lying to you. You decide.

Originally posted by mzmtg


Please post the pump performance curves you used to derive these flow-to-power figures. Thanks.

Originally posted by Stephen Max


Pumping power (assuming perfect efficiency) is just pressure times flow rate. So 40 cfm X 2 psi = 40 cfm X 288 lb/ft2 = 11265 lb-ft/min = .34 hp

I neglected the fact that the engine is sucking air in, though, which greatly reduces the power requirement on the pump to achieve a certain flow rate at a given pressure. Nevertheless, a pump that draws only 19 amps in a 14 volt system will only pump an additional 40 cfm at 2 psi, so if you put the electric blower in line with a Holley carb on an engine capable of 800 cfm, you'll get at most 840 cfm of flow. Big whoop. That's assuming it doesn't act as an impedance to the flow at that flow rate.

Originally posted by MaxMoJo
Sorry, I don't speak your language..

I've always had a thought about these but never wanted to ask..
My thought is, on some cone intakes, there is the open ended kind. Would these electric turbo/superchargers work if it is connected to the open end pushing air in there (no impedence to airflow cuz its just like one of those cones without an open end), while using another tube to pull air in from in front of the car? At the very least providing cold air into a hybrid setup?

Originally posted by Maxima10to1
I have no clue if the Eram works http://electricsupercharger.entrabiz.com/ , but this one sure dosent. http://www.homemadeturbo.com/tech_pr...wer/index.html

Electric Assist Turbo

Garrett, in conjunction with Turbodyne, has developed a pair of electric devices to enhance the responsiveness, performance, drivability and fuel economy of both diesel and gasoline engines.



The first of these, the Dynacharger, consists of an electronically controlled ultra-high speed electric motor / generator mounted and an electronic power and speed control system. The Dynacharger alternates between "motor mode" and "generator mode." In motor mode, the Dynachager provides the required boost pressure for a cold start, and the required boost pressure for low speed engine acceleration. The electric motor is designed to compensate for the lack of exhaust gas energy (used to power a turbocharger) in this area of engine operation. In this mode, the Dyancharger will also produce a quick growth in engine power, thereby providing a significantly faster transient response. Additionally, at low engine operating loads, the Dynacharger can be used to supply extremely high EGR rates, while maintaining a proper air fuel ratio for a clean efficient burn. In generator mode, the Dynacharge will utilize the otherwise wasted surplus exhaust gas energy by using the turbine to drive the rotor. At full engine power, the generator can be used to slow the turbine down, and in many cases alleviates the need for a waste gate. This mode is also used to optimize the air fuel ratio in Diesel and DI spark ignition engines at partial engine loads (highway driving speeds).



The second EAT technology is an electrically powered supercharger called the Turbopac. Technically referred to as an electronic demand charger (EDC), Turbopac uses electrical power to significantly increase the power output of light (1550 series), medium (2200 series) and heavy-duty (2500 series) diesel engines during short periods of acceleration--such as initial acceleration, passing and hill climbing. Turbopac systems have also shown substantial pollution reduction capability for satisfying stringent environmental laws in the USA and abroad. And, in fact, the Turbopac 2500 model is being used for the EPA Urban Bus Retrofit Program.



Because of its modular design, the Turbopac system can be applied in various configurations to a variety of diesel, gasoline, natural gas, other alternative fuel engines--as well as to both naturally aspirated and turbocharged engines. What Turbopac does is engage and supercharge the engine via an activation signal from a throttle position via potentiometer or a pressure switch. It will switch off automatically as the manifold pressure reaches 8 PSI and the engine load is stabilized to avoid excessive demand on the vehicle's electrical system and reactivated when demand for increased power is made.

At the heart of the Turbopac system is a solid state sealed motor controller connected to the vehicle's battery system. This controller provides three-phase current to a permanent magnet brushless DC motor. The motor is directly coupled to the compressor, which can spool up to operating speed in a fraction of a second. A Y-shaped check valve is connected to the intake manifold to provide boost pressure. Ambient air is supplied via a connection to the air filter. An activation circuit senses change in throttle pedal angle on diesel engines and manifold vacuum on gasoline engines. When the Turbopac system is applied, more air is available for optimized combustion during the otherwise fuel rich operating period, resulting in reduced emissions (PM, CO, HC, and smoke). The intake air is pressurized and the supercharged air is fed directly into the engine. Unlike catalytic converter and trap technologies, Turbopac systems do not exhibit degradation in the form of reduced performance due to the accumulation of soot, and therefore exhibit longer life.

The environmental impact of EAT technologies is obvious, but they are also intended to improve engine performance. Therefore, Garrett engineers continue to research and develop new and better ways to incorporate such electrical devices into all types and sizes of engines. Clearly, EAT is a technology that's time has come. And Garrett intends to make the most of it.

Originally posted by 95emeraldgxe
the 1.8T motors by VW have electronically assisted turbos, thats why they have so much low end torque(for a motor that size that is..)

Originally posted by IceY2K1


I find that hard to believe. Do you have any links or info on it?

Originally posted by HitManSE


ITs somewhat true, Dont have a link for it but a yr ago we yanked out a 1.8t motor out of a new beetle and it did have an electrical turbine in there. Actualy I still have it laying around at work somewere, ill try to find it tomorrow but I still doubt this thing will produce enough cfm to make much power but