THE most genius/stupid idea! Turbojet supercharging.
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So let me get this straight,
A turbojet powered 2 stroke?
I have no idea what that is, but I'm excited
He's trying to execute that concept for a flow bench first, but seems he wants to execute the same concept down the line for a land speed record bike that this engine will be fitted to.
@lucky7s94 looks like it's gonna be a complicated mess, but, I'm all in and eager to learn
There is nothing more fun than trying to explain a crazy assed idea to others.
I hope this turns out. It would be crazy awesome.
If you can't explain it in simple terms, you don't understand what you're saying
The scientist got even more mad.
He needs 1.21 giggawatts 😂
The line between a madman and a genius is thin as a paper
I dont know im missing the red thread now a bit...
This is turning into the most Rube Goldberg supercharging setup I have ever heard of. All because you can't find a compressor suited for such a low flow rate.
And if flow rate is the only problem, why not go the simple way and add air restrictor to intake side of supercharger?
@@kese5593 That would cause compressor stall. Which is very bad when sitting on a machine that has a compressor between your legs.
@@carnage77 How so? If you restrict the pressure side too much, it can surge. But if restrict the inlet side, only max flow rate will be lower? Similar fashion that they use turbo restrictors in rally etc.
And i can't really see how compressor surge is 'that bad' when it only fcks up the bearings/impeller? Its nothing compared to having turbojet between your legs :d
@@kese5593 if the turbo impeller gets unhappy it will head off to the cylinder to make some mcnuggets if you know what i mean
also once your compressor stalls it can't maintain max pressure anymore, so you loose boost.
@@kese5593 It doesn't work that way, adding a restrictor to the intake of a compressor moves the operating point to the left on the compressor map. The region where you're more likely to hit compressor surge. Exactly what you don't want to do.
Part of me likes watching these videos. Part of me feels like I'm watching a guy coming unglued
Anyone who does this kind of work (myself included) are a bid mad by nature.
The line between genius and insanity is very fine
You are watching a guy glue himself back together. I watch him and recognise the struggle that people like myself have with hyper focus, and how when we get stressed or over stimulated, trying to explain even simple things, turns into a battle in your mind.
I’m fighting my problem on two k24 engines and the timing problem I have with both….. my brain is twisted on a few problems.
Its ok he will just jb weld himself back together.
I agree with another users comment. An electronic blower would be a reliable option for testing and verifying your current theory. But without the need to create a compound turbo jet engine turbo system which may cause unreliable test results. Although it would be worth a try once you have verified the engine produces the power numbers you are after with an electric blower.
from there you could a stator and flywheel from a snowmobile to produce power efficiently for an electric blower and some logic to have variable speeds to make it behave properly
Good suggestion. You would need a surprisingly beefy electric blower.
I wonder if just testing with an airline would be suitable. Which made me think why not have a solenoid connected to an air tank at pressure that opens at the correct crankshaft timing. The compressed air could come from the cylinder on over run in practice.
this is the way, I think
@@tomscum61 Beefy, but nothing too crazy - a turbo usually needs maybe 10% of the engine's power to run, let's say for a centrifugal supercharger 20% due to additional mechanical losses. If he wants to make 30hp net at the 50cc crank, and have the blower driven by the 50cc crank, he needs about 7.5hp going into the blower (37.5hp gross before supercharger losses). The rotrex might be much more mechanically efficient than that, I don't know for sure.
agree, get the engine performing with a known flowrate then try to engineer a solution to match that. you can then reengineer to minimise losses as that is the 'ideal'
I would like to see more "regular" stuff. Like getting the engine running and dyno showing correct results. Its cool to play with big parts and crazy ideas but getting some actual results is what ive been waiting for a long time.
. -------------closed mouth -or --encourage, support, suggest, inform, teach, constructivly criticise,--or closed mouth...........
I was under the impression he was going to use the 4 stroke as a baseline for the dyno not try to run the supercharged
I have zero opposition to "crazy" ideas (I am after all running a VGT turbo from a 6.7L diesel, with the VGT actuator controlled via CAN network, on my 2.7L gasoline powered car that predates CAN networks by some years, in large part "just because"). But as soon as the success of one subsystem of the overall concept depends on the success of another subsystem, things get infinitely more difficult, and usually impossible!
For example, when the crank power 50cc engine needs to be sufficient to power the supercharger, and the supercharger's angular velocity needs to be appropriate to create the appropriate pressure/flow to maintain combustion into the turbine of the turbocharger, and the fuel supply to the turbojet needs to be sufficient to maintain that combustion, that combustion needs to impart sufficient shaft power and appropriate angular velocity into the compressor of the turbo, which needs to create sufficient pressure and flow to feed the 50cc engine while avoiding surge... all of a sudden the stars will need to align to get the entire system working at all, let alone making significant excess crank power to achieve your overall goal.
That doesn't mean it won't work! But for development to succeed, you have to break the interdependencies of the subsystems and make them independent from each other, figure out how each works and how to optimize it for your overall goal, then put the pieces together with the knowledge gained. If you do that, I think you'll succeed, particularly because you are highly motivated, creative, love doing this, and maybe most importantly, *you're one person with unilateral design decision-making power*. Maintain clarity of vision, combine it with objective, evidence-based decision-making, and you will likely create novel, record-breaking stuff!
To go back to the jazz analogy, handing instruments out to a group a people that have no musical knowledge will not result in free jazz in any reasonable timeframe, most likely never at all. They'll just get bored and frustrated after feeling overwhelmed. But giving some technical and theory training to each of them, figuring out what they're talented at and what they enjoy, figuring out how to get them into a situation where they can do what they're good at and what they enjoy - THAT will make it much more likely that they'll make nice music together, maybe even some nice jazz. In this analogy the aspiring musicians are each subsystem, not the music director, to be clear :)
👆🏻What this person says. One variable at a time. A little bit slower progress initially, but the time saved in successive iterations will far more than make up for it.
Really, I don’t know enough about 2-stroke engines to offer any specific suggestions. I have done some experimental work (so long ago we had to watch out for pterodactyls), and usually, the ‘change one thing and test, test, test’ folks would come up with the best result before the ‘all at a single whack, test, change a random amount of stuff [up to everything] all at once, repeat’ folks. Once in a while, the second group would either get lucky, or had a team that had the specific knowledge to try the right combo early, then, they would beat the first group by a huge margin.
I love the unique combinations you try. I love the idea of a supercharged 50cc!
Agree... I have been experimenting with a 150cc to 185 - 205 - 225 - 251cc air cooled 4 stroke, over the last 11 years.. almost have it sorted out 🤪 13000 rpm 12.5 : 1. Was 11.5 : 1 @ 12000 rpm 2 months ago. Step by step after my wild attempts at 14 : 1 and 30+ forged (melted) pistons later 😂 Went great but only lasted a few months. Shooting for 45-50hp reliably out of a 251cc SOHC air cooled KLX 140 bored, balanced with oversized everything... My OCD continues 🤙
Oh. My. God. This is the best "but why" project ever. Please continue with it. Also please don't snap when you are trying to get it all to run together properly. You're the hero we need, but we don't deserve.
i started laughing so hard when he said 'afterburner', this is pure comedy.
I think the only problem with this idea is that it's no longer a 50cc engine. You are adding additional combustion volume external to the main engine. I think the real solution might be to try and work with rotrex or someone to just make a custom supercharger.
It's kinda like anti-lag, don't know about the rules regarding it are though
@jordanthedove its like the time subaru did that in rally. There is a video here on yt that explains this concept really well
Imagine an engine that is being boosted by a supercharger which is being run by an electric motor - do we need to add the battery capacity or the electric motor HP to the final power output? Nope.
Same idea as an electric car with a small battery AND a small petrol engine that generates electricity, charging the battery.
@@LuxGamer16 Nissan did similar in the 80s with the K10 March/Micra Super Turbo.
@@carnage77 I disagree you do need to add in the external power, it's functionally the same as adding another gas engine. The only way your example works is if you generate all the power in the battery with the gas engine. This can work but you can't charge up a big battery on the side and then just consume it. His ultimate goal is a Landspeed attempt with the "Most powerful 50cc 2 stroke. You can't have a 50cc then strap on jet turbine and call it the same. Turbo's and Supers are different because they are powered by the engine. It takes horsepower to run a turbo or super. The bonus is if sized correctly they end up adding more power than they consume. Primarily by shoving more air into the cylinder which lets you add more fuel for a bigger bang.
Now I really want to see that intercooler installed on a bike frame, 100% !
There's a guy in the UK Nick Mann who runs a hill climb single seater called Mannic Beatie.
He uses a gas turbine to spin a turbocharger up to feed air into the engine ( Ford BD T I think).
The idea is that there is no lag whatsoever therefore increasing acceleration.
It's a bit nuts, there's film of it on YT.
I was about to comment exactly this.
Well remembered.
I've been reading about Russian turbo charged ww2 aircraft! They eliminated lag by blocking up the turbos intake! Like how when you are using a hoover and block the intake, the hoover motor rpm greatly increases.
czcams.com/video/6EMleegZQLw/video.htmlsi=5U7Z4SVDjeXVUT37
This should be top comment
he removed the turbo years ago. its direct from the turbine now
You could use a roots blower and turbocharger compound setup.
The roots blower output is connected to the crankcase and is driven from the engine at an "efficient" pressure ratio, maybe 1 bar.
The turbocharger driven from the exhaust gas from the engine feeds in to the roots blower input at maybe 2 bar.
Then you have 4 bar fore example.
That solves the difficult starting problem and the inefficiency problems.
Thats how the Detroit 2 stroke diesels were made.
@@painlessadventureis correct, most of the old 2 stroke Detroit diesels would not start without the supercharger setup. I suspect it won't be much different here.
I think this is a great idea. Compound turbo/supercharging has a long history and was used in several ww2 fighters that needed crazy power to weight.
He has already tried that in the past i believe. Only just a roots type supercharger. That poor old supercharger did not like the RPM it was getting. In this current design he won't be using the crankcase as a manifold as he will be running rotary valves on top of the cylinder.
you can also check out how volvo penta use turbo compressor on some engines with a flapper valve between the compressor and turbo, also using magnetic coupling to the compressor to increse efficency
I love your creativity combined with your ability to actually make things happen
2 videos in two days.You don’t need to make us that big of a present😅😁Your videos are fire,keep up the work man❤
Before committing to building a turbo, which can be laborious to optimize for efficiency, consider starting with a compressed air compressor for testing.
my head is spinning with all the ideas you have. good luck with the project. it is like watching a confused madman at times. very entertaining.
Very refreshing to read constructive comments... you have a great audience Mr Stuffing
Brilliance is always a combination of diligence, patience, failure and reflection. Your doing fine!
One thing to consider is the pressures created by the turbo jet chamber, this will more than likely create surge pressure feeding the chamber when gasses are burned.
I know you are trying your hardest to utilize the parts given to you but that blower is much to large, even when considerably under driven.
Compounding smaller turbos will be the ticket to a non parasitic and efficient setup imo. Feeding into each other creates a pressure multiplication on the second compressor which is key to lower heating of the air and staying on the compressor map at higher PR's. Eventually a complicated wastegate system controlled by an ems will be the key to success, feeding and bypassing exhaust gasses around turbines.
You need an ems for high speed data logging and control. The two stroke expansion chamber is your friend when spooling a turbocharger, it is in essence your burn chamber that spools the turbo. Keep thinking positive but realistically at the same time.
Cheers
If you are going to jet super charge the engine the you can use the pressure of the first compressor, direct it to a combustion chamber and have that the power the turbo and use the internal waste gate of the turbo to keep pressure in check.
If you use any car turbo and you can actually get it to spin 180k per min you will have way more then you need as pressure for the 50cc you want to fill.
But personally I would go with the compressor and Electronic adjustable bleed valve for 1st test and optimize flow in engine en see where it will blow first. Because with 2-3bar it will.
It will be a great video!
My friend made a small cc diesel land speed car. he found the small cc engines stuggle to spool up a turbo to output much pressure.
Robert Maddox... The world needs to see the two of you guys get together on a project!!!!
Yah that would be fun!!
Thought about doing this to my turboed truck but everyone thinks in crazy or it wouldn't work, im glad you're just as crazy and are willing to do it
Using your pressure gauge and MAF sensors using a simple adjustable dump valve you could vary the dump to get numbers that the engine actually likes and then change drive ratios to get it there.
I think that A careful re-reading of the Bonneville Speed-Record RULES will end all of these distractions.
It was fun for a while though...
You may want to shoot an email to the SCTA about your idea. They may interpret the rocket as a second combustion chamber of much higher volume than the cylinder. Never the less i am excited to see the idea developed.
He's looking for free efficiency. He may as well just direct couple a 250cc 2 stroke to his 50cc 2 Strokes crankshaft to drive it😂
Love your ideas, but I am not sure it would count as a 50cc two stroke.. You could just use electric supercharging, or run another IC engine just to provide the compressed air but isn't that cheating?
I've been watching these videos for some time now and I don't think I ever found out why he doesn't use nitrous. Unless it's some weird law where he's at. A jet engine could work like when Subaru made the jet engine exhaust for constant anti-lag, but maybe not, I'm not a college graduate. If he'd be okay with the idea of an electric supercharger, then maybe he could integrate the throttle for the supercharger with the throttle for the engine, and if there's still a surge I'd like to see if a blow off valve would help
This problem was solved just in the past. The solution is an external reciprocating piston compressor driven by the engine. High pressure ratio with fixed displacement per revolution.
Just use a root type supercharger
Just like he used before fix displacement
@@legros731 root type compressor is not adequate for high compression ratio and pulsating flow.
@@franciscoerjavec3155pressure mean nothing it just a measurement of restrictions running high pressure is not efficient you always want to flow the required CFM for the HP goal at the lowest pressure possible
I could put a a cap on the turbo outlet and poke a 2 mm hole and get 100psi or a could remove the restriction completely and have 0 psi at the same flow
tell my why they used them in Detroit 2 stroke Diesel engine
root type supercharger are fixed displacement and like a said pressure is just a measure of restrictions not a measure of flow
turbo are generally rated in lbs/minute a 80lbs/minutes turbo is capable of roughly 800hp they don't say 800hp at 50 psi
turbo don't like high flow/low boost or low flow/high boost vs shaft speed ie surge and choke line on a compressor map or the point of this video
If you add a second piston the engine is no longer a 50cc single so that defeats the purpose
Sure you could but a 100cc piston feeding a 50cc piston but in the end you got a 150cc engine, piston and valve associated to it produce alot of heat try to touch the head of a air compressor just for fun lol
For testing purposes! What if you first use a standard air compressor to fill some tanks to 10 bar, and then use some large adjustable pressure valves to pressurize the intake with the desired pressure? This way, you can test the engine on the dyno with x number of bars before you spend a lot of time creating the madness of compressor-fed jet propulsion of a turbo.
I think the EGT of the turbo jet will be a huge issue. Don't forget that you'll have to have some way to cool and lube the turbo bearing.
Maybe... just hook-up your air compressor to the intake plenum and run the motor at regulated pressures to see how the engine will perform.
Im afraid that the changing rpm of the engine running the 1st compressor will make it difficult to create stable jet engine. How about running just the turbo as jet and siphoning some of its pressure for the 2stroke?
This makes infinitely more sense. Although neither really are a better idea than a properly sized compressor. Please like this comment.
Like others have mentioned, buy or build a separate air compressor / gas generator that meets your required flow rate at your required pressure(s) independent of the engine with a separate power source. Then test your engine configurations. You may need your new intercooler to help get a stable air density for testing. When you get your engine the way you like it then figure out how to get the engine to power its own compressor. Maybe you will need a tank of compressed air to aid in remote starting until the engine can develop its own air flow/pressure.
Your brilliant idea is on the right track, some brilliant engineers played with this sort of thing with the aero engines circa WW2 just about when the jet engine came in.
You can also just compound the waste gas from the supercharger onto a crank drive although that wouldn't be making extra boost just harvesting waste energy.
I was thinking a few months ago that a system similar to this could work well for a 1000 cc 2 stroke. The only difference was I was going to try and add a rocket combustor like Subarus rally car where it used the hot fuel rich 2 stroke exhaust (with extra fuel too) to make pressure to scavenge a 2 stroke without needing crankcase scavenging
How can you not love this channel?
This can't be a coincidence. I came up with a very similar idea last week and have text messages sent to friends that prove it. When I saw this video that was posted 2 weeks ago, I almost fell out of my chair.
For your engine dyno and testing, you could consider having a air compressor and air tank with a large volume to feed the engine. Constant pressure without turbo/super charger losses. Cosworth and ford did this in the 80s on their F1 engines. Need a big enough tank to last a run tho! And when your engine is performing how you want, you can move on to actually setting up the method of creating boost.
A turbojet supercharger sounds like a Patent in waiting for military applications
Research the Subaru "rocket turbo" was like a pulse jet in the header using excess boost, exhaust and fule keeping turbo spinning always
I think VISORACER did a vid on this.
@@asrcav8r this is what anti lag is in any turbo setup
@@blainemacdonald6929 The Subaru solution is very innovative and unique though. Nothing like a conventional anti lag system.
@@v4skunk739 cool I'll check it out!
@@v4skunk739 yeah. its a really cool design. They built a sustained combustion chamber in the exhaust system right before the turbo. I dont recall if any extra air or fuel was added into the exhaust outside of what the engine provides, but it would spool the turbo like it was a turbo jet.
Keep up the hard work your doing great!!! I love your channel so much
That's a complicated system your thinking about trying, I love it. I have experimented building gas turbine jet engines and have the software on my computer at work that will help you. It figures out the flame tube size, combustion chamber size along with the primary, secondary, and tertiary holes per the impeller size. I can get that for you Thursday if you like.
Alex, you are either a goddamn genius or a madman, but either way, I am hanging on for every episode and storing away ideas for my new CT110 build - yes it's a 4-stroke, but man, you have some wild ideas.
Love it!
I think this will work well turbo are far more. Customisable in small scale and I'm impressed with your explanation of your idea in not your native language with your level of excitement I can't wait to see how it works
MAF needs to be before the compressor, measuring only the air entering the engine doesn't tell you how much is leaked off, so you have no idea if you are really out of surge or into choke etc. You need to plot maf before compressor and map after compressor, to calculate the pressure ratio and flow through the compressor and set the bleed air after the compressor to sit in the place you want in the compressor map
Just an idea, you can the route blowoff valve from the supercharger into the turbo this should be able to spin up a garrett gt06 turbo. Then route the presure side of the turbo into the inlet of the supercharger. This way you can get rid of extra air volume and have a compound setup reaching higher levels of boost. In my head this makes sense😅😅
love your batshit crazy builds bro keep em up :):)
Wat a nice surprise! Was happy seeing a new vid pop up 🙏🏼
Now we are taking, twin charged rotary drum exhaust 50cc monster. 🎉I did this on a Honda, the supercharger will spool the turbo up nicely. Can’t wait to see her on the go. :)
Alex, don't forget that what you are looking for is the weight of the air and not the volume!
To explain: Hot air is less dense than cold air; A gasoline engine needs about 14.7 grams of air for every gram of gasoline. Volumes and pressures don't matter at all if you don't know the temperature of the air in order to calculate its density (and weight).
with all this complexity might attach a stirling engine to the exhaust just to squeeze out more efficiency
Some garden water pump are using flow passage components (jet centrifugal pump)
If jet centrifugal pump works with water, why it wouldn't work with air?
resistance equals pressure more resistance more pressure, i have to say that as a mechanic myself and build many turbosystems i cannot get a hold of this. of course the components of the setup have to be made for higher pressures, but still without flow and resistance there isn't any pressure, if you take out some of the flow pressure will gain slower, or in a running setup like this, it will never get high.
You are absolutely nuts in a very entertaining and in completely offensive way. That is some achievement - great work!
A roots charger + turbo combination should solve all your problems, shouldn't it? I do like the idea of using a jet though... that's absolutely mad.
I want to see this idea come to fruition
Hi, i like the outside of the box idea! A few suggestions on the turbo size and pressure ratio, sorry for the wall of text. Your comment of the higher pressure means the turbo can be sized for a larger engine is not right, as you will need to spin faster to reach higher pressure ratio, thus flowing even more, making it actually a smaller turbo that you will need to make the higher pressure ratio at the small engine flow. Alternatively, it will be easier to source 2 turbos sized that you can do an actual compound setup with vs. one small enough to spin fast enough to produce 4:1 PR at low enough flow to not surge. You will need a larger turbo on the low pressure intake side, sized for the total mass of aitflow at 4:1 PR, but only producing 2:1 PR, feeding into a smaller turbo that is sized for the engine flow at 2:1 PR, which will result in 4:1 PR (or higher) at the flow you need. You could potentially use a third turbo to run as the turbojet producing exhaust to run these turbos, with the engine initially spooling it, and cutting over to full turbojet after spooled, using wastegate style valving in the exhaust. There will be heat losses, so IC will be important, and probably size the whole system for higher PR so you end up where you want to be, with the losses.
I'm no expert at all but had the thought: why not pass the excess air at the exhaust of the engine to help more efficiently clear exhaust gasses, with the additional bonus of higher flow to the turbo?
I was thinking something similar, trying to go over it in my head, but, I'm not 100% on if it will work. Unless you have match pressures, if the exhaust gets to over pressured, you'll bog the engine out, would it not?
@boziewz6125 Yeah, that thought occurred to me too.
I've been waiting for a video of you with the turbo for a long time
Brilliant, I suggest you size the compressor of the turbo large enough to supply the 2 stroke engine and the turbojet system. Eliminate the weight, drag and complexity of the AMR supercharger. The only use of the AMR supercharger would be to ignite the turbojet system, I am sure there could be other ways to get it spinning. What do airplane turbojet engines use to start? I don't get 'stupid', but I question 'economically viable'. I understand that cost of operation is not the challenge here, so I think you are dreaming up a winning combo and I love watching you build these crazy things.
7:44 like the anti lag system used by rally racers once used. A turbo jet basically that used the engine as a fuel air source for the combusting in the exhaust, it was very interesting.
This sounds like a really long way around to just install a smaller compressor wheel 😂
As you are running in the compressed air you need to consider the air meter, it is a hot wire device and the calibration is set for air at a normal atmospheric temperatures, normally up to 65C. When you compress the air in a supercharger the temperature goes way above this, so the calibration will be way off. A better solution would be to use a flap air meter from a much older EFI system as these are much less affected by temperature changes, something like this Bosch Air Flow Meter 0 280 200 024. Some modern diesel engines use compound pressure charging with two stage turbos, with one small and one large unit.
Does the addition of the 'turbo jet' device count in the size of the engine? It is generating power (to drive the compressor) so does it count in engine size calculation? Might be an issue with the 50cc capacity limit if it does.
You shouldn't struggle with compressor at this point. You should have one which can deliver everything you ever need.
My friend once find an old lamellar compressor from junkyard and paid something like 200€ from it. We find it be in perfect shape. It had 7.5kW three phase electric motor in it and enoug air flow for your need for sure. It also had adjustable pressure from somewhere around 0.5 bars to 8bar. He used it with concrete sprayer and pressure control was so good it didn't need any storage tank or regulator.
Such thing would be pretty handy for you too, and it didn't waste much power if air was not needed. Idling power was around 1kw.
Makes sense somehow...
I presume that the first compressor is a positive flow type - in other words for each revolution it moves a fixed volume of air and the air cannot flow "backwards".
Then that drives the second "turbo" compressor where the "drive air" does not necessarily make the turbine turn at speeds directly proportional to the volume of air being received.
That will help keep the pulsing experienced after the 2nd compressor down because if the pressure is too high momentarily, some of the compressed sit will "bleed back" through the turbine thus not making the "pulsing" so pronounced...
I think...
A hybrid inlet air compressing device - a HIAC device if you will.
Think so... it might... maybe...
Oh well, we will find out one way or another in a future video won't we.
This channel just keeps on being exiting AF🤪👌🏼🏁😎
absolutely love the idea a thought to add you might want to look in to proper boost control Co2 cylinder with solenoids to control boost pressure check out some big drag bikes see how they do it. I would not rely on a standard wastegate to give reliable control with a proper setup you can check what PSI you have at the wastegate and the plenum/intake this will aid in tuning and control look forward to more updates
Next on pimp my ride - Xzibit: "YO dog, I heard you like power adders so we added a power adder to your power adder, then installed another power adder....."
I love to hear the idea!
Can't wait for the next video 🔥🔥🔥🔥
Can’t wait to see how it turns out 👍🏻
I think that you seeing brilliance in the idea is reason to test the theory, that's is what innovation looks like. Even if it doesn't work, it's new, and yes, that is brilliant.
You’ll be able to throttle the fuel to the turbine to control boost and if you size stuff right you’ll have plenty of excess air for the afterburner.
This is awesome!!!!
I mentioned the AMR300 last video. I was unaware that it was unable to build that much pressure. I am running 40psi of boost on my 4cyl diesel toyota hilux from a single turbo and it's custom made for my application with an ecu controlled variable geometry rear housing. What I would do is run that AMR300 supercharger and feed it with a small turbo. The AMR300 will give it the pressure you need at all rpms and then once you get it in to the higher rpms the exhaust feed turbo will pressurise the charge feed in to the AMR300 and it will just apply it's delta in pressure change. This way you can gear the AMR300 as low as possible so it just gives you 5psi or what ever is needed to make the engine happy then run the turbo flat out. I would start with the AMR300, get the engine running then add the compound turbo. You will need to put 2 holes in your drum valve, seal the ends and a port on the otherside of the port housing so that you can collect the exhaust or even better run a tube through the drum to guide the exhaust out. It may not seal well enough though because if you plan on running 4-5 bar of pressure the exhaust will not be far from that pressure. I don't know enough about 2 strokes to know if having 4 bar of exhaust pressure with 5 bar of intake pressure will be an issue. The air density will be REALLY high though so that should make good power.
I would get the engine running on the AMR300 at low pressure with it in good efficiency then go from there.
I hope all these comments don't come across as negative, I think a lot of people just want to give advice.
This is an insane idea... that might actually work. Basically, you've moved the inefficiency problem of the Roots blower from the supercharger into the "turbojet" (we can't REALLY call it that, since the compressed jet intake isn't driven by a turbo. Superjet?) combustion chamber, and can then just attack it with more fuel, instead of having to fight parasitic losses on the crank. At the same time, by doing this you're able to use a highly-efficient turbocharger that won't have the surge problems you're having with that centrifugal supercharger. The main issue I can see with this is fuel control. Unlike with a normal turbojet, your compressor drive is going to be driven from a power source that's only indirectly coupled to the combustion chamber fuel flow, as opposed to directly coupled like normal. This is going to require a very interesting fuel pressure regulation system, since the fuel flow to the motor AND the combustion chamber has to be proportional (though almost certainly NOT linearly) and synchronized.
I think you are like Gyro Gearloose from Disneys comics😂 Awesome! Have a great weeken❤
Jajaaaajajaa Alex has come back!! But, wait, how do we call this engine if this system works??
Come on, Alex, I´m also here for you, wishing to hear that engine and seeing you, feeling you´re getting up again.
What a madness you´re creating, bro´!!
Chaos Reigns here, and I love it!
The high end larger turbos are up to 6:1 ratios now. The pressure will not be the issue, issue will be to find a small enough turbo match, that will keep you out of surge, but as well out of choke, which is the opposite. One suggestion would be to get a turbocharger where the maps are plotted with rpm lines and pressure, then you can much easier indicate where in the map you are. Measuring air flow reliably with such a small engine is really tricky.
I think if you analyze the idea with the laws of physics in mind, it will prove to be even more inefficient than the roots blower. As for a turbojet, then just build a turbine engine and eliminate the piston
I think, even a second cylinder as a reciprocating compressor would be more efficient than this multi stage compound turbo setup.
I hope you will have a working engine soon. Have been waiting for a couple of years now. Come on. Get something to work soon. Live the effort you have. Ceep up the good ideas and drive to keap doing it ❤
You and everyone else that's been subscribed for ever watching zero progress.
Well I'm here for the ride.. finished or not...
Dear 2STROKE STUFFING, some BMW cars have that electric 'turbo' to help the engine get over the mid revs; it is voltage controlled. Happy Progress.
Subaru has done this on a rally car. They called it „the rocket“. You can find documentaries and audio(!) on CZcams. Also Greg’s aircraft and automobiles video on turbo compound engines has a still of a similar setup on a wrights engine I think. Allegedly it’s rather difficult to get to work though.
Praise the Gods of Speed, two uploads this week!!!😅
Be wonderful if it works but feels like you are drifting into a technical labyrinth from which you may never escape.
Very fun video!
I think if you made a delaval nozzle to acelerate the excess air to then shoot it back into the Intake, using Venturi to, in theory increase the airflow into the inlet...maybe. I am also not sure if the pressure of the turbo is not static meaning its only using the energy that is actualy needed. Same efekt as plugging a Vacuumcleaner hose where it spules up (spinns without using much power). Very cool seeing where your Projekt has went over the years! Best of luck!
"We will have to do something with that excessive air"
- this is about to take a dark turn.
Love the rambliest rambling videos 😅
I really get it that your into having a totally new idea, or concept, thats great! But sometimes success needs to be more gradual. There is HUGE potential for being the first to have variable port timing on a turbocharged two stroke. The size of the turbo you will be able to spool will be well beyond what most think is capable. You also need 50% or more compressor flow than on a 4 stroke. Pipe design, variable intake and exhaust timing (youll get around to doing that imo)
All put together will net you the 50cc horsepower Champ no doubt.
Too many different concepts combined will be a long road. You need a big win!
Retarding ignition timing = makes turbo party🎉
It's like a liquid fuel rocket engine- a small turbo pump powered by an auxiliary fuel supply supplies pressure to spin a larger turbo pump that delivers fuel to the nozzle
To me it sounds like the easiest way to do it is a simple compound setup. air goes into the turbo, then into the supercharger, then engine. the exhaust then goes out to the turbine side. the supercharger can then sit in it's happy spot of 3:1 (2 bar boost) and the turbo sits at a PR of 2:1. In the end it compounds together to get 6:1 giving you more than enough range of power. You could also play around with the supercharger down to 2:1 and the turbo up higher, but a small turbo that is in your final flow range/power probably won't go much beyond 1-1.5 bar.
One idea is just to have compressed air and feed the engine for testning purpose and then when you know all the parameters you can design a turbo yourself.
I would never stop watching no matter what but I think the concept of 50cc is lost with external combustion to feed the engine
Sounds like great fun!
when yuou go from not producing 2 stroke engines to making a Turbo Jet ~ Thank YOU Patrion XD
Crazy, Genius, Jet powered 2 stoke, very much like the V2 rocket exhaust that made the 2 stoke engines more powerful just next level. XD
You're not allowed to use thrust to augment the power delivered to the wheels. So no turbojet exhaust.
"I'm going to try to not be as free jazz.."
1 cup of coffee from a Mario cup later:
compound antilag turbo 2 stroke madness , will be hard to control . :-) want to see it running .
Consider reading up on hyperbar engines, that's the route you are in to.
I like your take on this insanity but. I have a couple ideas.
-Without additional turbo
You could use the bleed air from the super charger and bypass it to the exhaust to create a Venturi effect to help create a constant vacuum at the exhaust port of the engine.
- with turbo (this is where the insanity really begins.)
As stated above but the vac assisted engine exhaust is being fed into a blow down chamber that connects to the turbos turbine housing. Inside this blow down chamber is a afterburner assembly.
The compressor of the turbo is connected to the inlet of the centrifugal super charger. You would be able to balance airflow with 2 throttles 1 for bypass to exhaust after the super charger and the other before the engine. With having the pressure ratio over the twin charge set up 4-5 bar of boost should be easy enough.
Although if you are going to try out your ideas I would recommend a GTB1544V variable geometry turbo. The GTB was a update on the older GT turbos that had some slight tweaks to be able to better handle heat from post injection required for DPF regen.
Out of sight man,I suggested using his shop vac for this a while back but he didn't do it
Professors like Frink and Farnsworth had doubters but I believe in the chaotic theories 👌🤘