I just had a brilliant idea.
Unbolt the DD15 turbo
and blow down turbine and bolt it on a Mazda p-port 3 rotor of around 500
HP.
If you can do that and show a legitimate .39 BSFC on the dyno the world
will beat a path to your door.
Paul Lamar
I know you can come up with a quick and dirty turbo compound Paul. Don't
quit on the idea. Maybe this is it.
Van
I think so. It might not be perfect but it can be optimized after the
principle is demonstrated.
Paul Lamar
Big truck junkyard. I can get a whole older engine for $5K. They sell
removed parts too.
Kevin Alderman
The DD15 has only been around for 3 years or so.
Paul Lamar
Steve again
How sensitive to exhaust back pressure are diesel engines?
I wonder what order of restriction the Axial Power Turbine would introduce and how a
rotary will respond?
Obviously 13, 20B's have been happy with driving a turbo turbine but how do they
compare with an axial power turbine?
Steve Izett
Well here is some old NACA data on the subject of back pressure on TC engines.
Sorry about the crappy copy but what do you expect from government work?
I tried to clean it up but it is tedious work.
-----------------------------------------------------------------
Here is the complete raw original paper.
Somewhat easier to read the numbers.
It looks like the net power continues to increase up to a back pressure of 50 inches
of Hg.
Paul Lamar
Hi Paul
That back pressure info is interesting.
I'm still thinking that your idea is worth pursuing particularly IF the clutch
arrangement is part of the unit and not separately built into the block somewhere is.
Ready made gearbox without clutch could still present a significant hurdle.
If it is one unit, GOLD.
If someone can find one and belt it up, then leave the turbo off. Just focus on the
compounding.
Just connect it NA. That way we could see the HP benefits and get a bonus muffler.
Once that is established, add in a turbo upstream.
Steve Izett
The fluid clutch is part of the gear box.
BTW that NACA tech paper is on the web site for download if you don't have it.
http://www.rotaryeng.net/naca-report-822.pdf
This truly is a wonderful way to demonstrate the advantages of the turbo compound
rotary at relatively low cost. The key is the rotaries lack of exhaust valves.
Piston engines exhaust valves waste up to 50% of the kinetic energy in the exhaust.
That is why exhaust valves fail so often in aircraft engines.
We just need to find a engine dyno and 3 rotor p-port engine that will handle 600 HP.
I'll contact Jim Mederer at Racing Beat and see what he will charge to to assemble
the engine and test it on the dyno. He already has built a turbo p-port 3 rotor that
would be suitable for this amount of power. He may still have it or has access to it.
Pictures of that engine are attached.
We will also entertain competitive bids from anyone else that has the credibility to
do the job.
BTW I also have a complete 3 rotor engine with sequential turbos sitting in the
hangar that I will loan for a credible effort. We must however come up with
sufficient prior funding.
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More info on the DD15.
Buying these units from Detroit Disel and attaching theme to a p-port 3 rotor is an
amazing bargain.
Paul Lamar
"After nearly five years and $1.5 billion in development, the new heavy-duty Detroit
Diesel DD15 engine was unveiled Friday, Oct. 19, 2007 at the company’s plant in
Redford, Mich. The six-cylinder, inline DD15 displaces 14.8 liters and uses a new
Amplified Common Rail System, as well as innovative turbo compounding technology, the
company says."
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"At the rated engine speed of the DD15, the turbine reaches a rotation speed of more
than 40,000 rpm. Power is transferred to the gear drive, and therefore to the
crankshaft, via a shaft and a hydrodynamic coupling. This arrangement produces a
uniform and smooth crankshaft rotation despite the higher torque, according to the
company; additionally, fuel consumption is reduced by up to 5 percent compared with a
similarly spec’d Series 60."
"During development, more than two dozen units were endurance-tested in the United
States, Germany and Japan, running for well over 100,000 operating hours, the
equivalent of several million miles on the road. A total of 20 tractor-trailer
combinations are currently undergoing road trials in the United States, Germany and
South Africa, and jointly have covered about 3.5 million miles to date. Five of the
combinations operating in this fleet are intentionally overloaded, tipping the scales
at 130,000 lbs., while other test trucks are solo units."
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