Brian Carlsen wrote:

General question: Is there any point in using a turbocharger to slow

the

exhaust pulse and act as

a noise reduction device?? Carrying on from that, can you use the

turbo

(with gearing) to drive a

alternator, water pump, vacuum pump, fuel pump, etc. If as the

evidence

suggests that 50% of power

goes out the exhaust, is it feasible to use the turbocharger to

drive

the propellor via  a

reduction gear???

Works great. One of the reasons I am going with a turbo. Not to
mention high altitude cruise advantages.

Paul Lamar

Do not be misled by the "50 percent out the exhaust" . Most of that

cannot

be retrieved by any
practical means. A recovery of about 5 percent (of BHP) might be

recovered.

This is enough
to possibly use for accessory drive but little else. Turbcharging is the
most productive use
at our scale. - Vance

You are forgetting the results achieved  on the R3350TC Vance.
They must have recovered about a third to a half of it or they would not
have achieved these results. The HP went from about 2800 HP
for the non turbo compound R3350 to about 3800 HP for the turbo compound
version. That's a fact.

Paul Lamar

Obviously most of that was not recovered power, or the BSFC
improvement would have been much higer. Most of that power
increase was from added boost. Vance

What additional boost? Each turbine generated 300 HP. There were three per
engine. They were not turbochargers so the boost was the same and came 
from the usual radial engine centrifugal super charger.

Here is a table from NACA report 822 on an early test engine showing
the HP balance attributable to various sources such as; super charger, engine
and exhaust turbine.

I wonder when the IC engine manufacturing world is going to wake up to the potential
of the turbo compound? Ideal for the rotary has it has no exhaust valves
to fail and take out the turbine. That was the achilles heel of the R3350TC.

Paul Lamar
 
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