What do u think of electric turbo that works

[cargodzcc]

For all of you that said that it was a fake, let me say "Please get real!".
If we were going to go to all of the trouble to try and make a fake dyno why would we claim only 25.9 horsepower. I mean come on people think about it, we would have said 50 on up to 75 horsepower if we were trying to swindle everyone. Also if it didn't work why would Street Freakz offer a warranty with it, yes I did say you get a WARRANTY!
And now on to the topic of what was done to the car, almost nothing! I should know, it's my car. The 1st test shows the car on the dyno with nothing more than a K&N air filter and a high flow exhaust. The 2nd test shows it with the Electric Turbo installed. Both tests were done in 2nd gear which you can also see on the dyno sheet and both done with the car semi-cool so as to have nothing different (for all of you that are about to ask what semi-cool is, it means that the engine only had enough time to cool so as to work on it).
P.S. you want to see them installed on cars go to the link below and go to the punch it catagory. You will see the unit itself and on the cars along with the airflow test that we did, you can see the twin setup too.

[454Casull]

Originally Posted by street freakz

once again i ask you unbelievers to fully read the dyno!! there was a 23min time frame between the 2 runs, what devise is available for a 3.8litre V-6 that can be installed in less than 25min???? there are very very few performance items available for any V-6. especially a buick regal. give me a fricken break people.

Any aspect of a dyno chart can be modified. I could draw in the power/torque curves if I really wanted to.

Sorry, but no dyno chart will convince me that your electric "turbo" (turbo comes from turbine, so unless you have a turbine hooked up somewhere it's not a turbo, it's a supercharger) exists and/or works and/or works effectively.

[street freakz]

well, if thats what you want to believe then thats fine too. we gave you what you asked for, and you still deny this. no problem. and by the way, according to webster. turbo/supercharger; any devise that forces air into an internal combustion engine to create hp.

[supratt6s]

I read through this and started to laugh my ass off, not at the turbos, but you other guys! I know all of you THINK you know what and how turbos works. Yes, a turbo contains a turbine inside of shell that is spun by exhaust fumes that spins an axil attached to an axil flow compressor wheel. I personally contacted Greddy Turbos and asked them the stats of one of their high hp turbo. It created 12 psi and 600 cfm. There are two different types of psi. A-psi and G-psi. A-psi is atmospheric pressure and G-psi is gauge psi meaning the gauge's 0 is really 14.7 (atmospheric pressure). It is proven that 7 psi increases hp by 50%. If you passed math you will figure out that 2 psi with create a little over 14% hp increase. I believe someone already put down the equation for psi at a cfm rate. n=pv/(rt). Which equalled a little over 2 psi. There is also an equation for hp gain from cfm alone. hp=[cfm(engine lt.)]/half hp. Now you combine the cfm hp gain and psi gain for a total hp gain. Then you take away 10% of that from the flywheel. And if you have an auto, another 10% from the trans. I would love and actually pay someone to show me an equation proving these wrong. None of you understand ot know fluid dynamics. A 22 blade fan with a 45 degree pitch spinning at 22,000 rpms will create what it claims. Do the damn math. If your all so smart (LMAO), GIVE ME PROOF, EQUATIONS, ETC.... That little equation from SaabJohan only proved one thing, that he's a dumbass. And someone also said that exhaust driven turbos progressivley increase their airflow, well no shit, it feeds off of the engine. These e-turbos feed off of their own motor, not the car's. Use your little heads and think of this, 2 pounds of air per square inch traveling at 803 cubic feet per minute, how can that not create hp when it DYNO PROVEN AND FROM PHYSICS? and Sluttypatton, hahahahahaha. You're funny. There's something called a constant rate, heard of that? A car sitting at idel with these going will have to give the same amount of gas-to-air ratio as if it would at 6,000 rpms. No compensation there. This is is funny i can hardly breathe. If anyone wants to challenge me on knowledge of a turbo, email me ([email protected]) or just reply. And like they said, this isn't a modified version of a turbo. I don't know why you are comparing the aspects of them together. Well no shit these will pregressively create a highe level of airflow compared to the engine combustion. These create a constant airflow. A standard car requires 250 cfm of air. This turbo gives 803 cfm, that's a 553 cfm increase. But noooooooo.... that wont give any hp gains, not at all. LMAO. And someone braught up something about it not having a turbine or a compressor wheel. Do i need to explain this slowly to u? The turbo isn't a turbine, it containes a turbine. A turbine is what catches the exhaust air and spins the compressor wheel. Yes i bet you knew that. But i can bet you don't know how a compressor wheel works or what it actually is. A compressor wheel IS A FAN. There are two kinds of fan used for a turbo. An axil fan and a compressor fan. Axil fans were stopped being used in turbos a long time ago because of the little psi given and the air restriction. So the compressor fan was used a lot more. A compressor fan comtains blades that has something called a pitch or a curve, that's where 75% of the psi comes from. A compressor fan has pitche blades that spin parallel to the object directed towards. An axil flow fan spins perpindicular and also has a pitch in it's blades. There have been over 15 different types of compressor fans used in turbos. Some you probably have never even seen. Some are to create cfm and some are to create psi. This compressor fan is made to create cfm over psi. Two totally different aspects of what your all talking about. And no, neither the exhaust driven turbos or the e-turbo will restrict the intake air flow when either aren't spinning. I've seen both. I'll post again later if more dumbasses decide they THINK they know more than me and can prove me wrong.

[supratt6s]

one more thing, if i'm not mistaken, this would create little to no strain on the engine. Every second the car wastes 18 amps that's converted to heat. These were designed to take the wasted energy and use it. Also, i still don't get where you don't understand that the motor only uses 16-17 amps of engery. Really i don't, it confuses me. Let me relate this to something else that maybe will help out a little, it's not the best example, but it may help. lets say you have a portable cd palyer. You pop in a few batteries and turn it on. lets say it uses 3. It constantly just uses three. So now when you turn up the volume do u have to add mroe batteries NO! It does not add strain or use more energy to turn up the volume. That was actually proven with studies. So when they have a graph (which i've seen) tha shows a FlowMeter testing it at 803 cfm with a 17 amp draw, you can't deny it. Also with this fake dyno thing. These people came on here to show u the new light, not to scam you. They didn't come in here giving prices and deals, they gave staight info and asked what you all would think if you found one that worked, that's all. I personally in that situation wouldn't make a fake dyno when i'm not promoting anything but the first actual working e-turbo. And by the way all, I HAVE ONE IN MY CAR AND GOT A 33 HP INCREASE. Have a happy holiday all

[SaabJohan]

First, since some people don't seems to know this; dynos cannot lie but their results can be incorrect. That paper isn't prooving anything, add information about inlet temperature (before and after the compressor), oil temperature, water temperature, currant of the power that drives the compressor and probably most important MAP since this will tell if the compressor can increase the density of the air at all, and then we will have something to start with. The standard used for the dyno test must be specified.

The power consumption of a compressor depends basicly on compressor ratio and massflow, power need increase when any of them increase. Furthermore, a compressor can't run with a high pressure ratio at low massflow, then it will go into surge. That's what makes the chirping sound of a turboengine when releasing the throttle after boost. So running an electric driven compressor at idle will require about the same electric power that peak power does, the difference is that the flow will be low so the pressure ratio will increase (since the electic motor will deliver the same power at all time unless the current or voltage to it is changed) - not good (remember the surge).

A typical 170 hp engine consumes 0.13 kg of air per second at 20 degrees C. The "electric driven compressors" I've seen have not have a power exceeding 1 kW, possibly 1.5 kW for two. With this power the maximum pressure ratio would be 1.09 giving an outlet temperature of 30.3 degrees C. This can increase the maximum power from around 170 to 180 hp.

street freakz: your use of the gas law is incorrect, an explaination:

By using your formula you can calculate the mass of a certain volume, V of air (or any gas if you like) at a certain pressure, p and temperature, T:

m = pV / ( RT )

m (or n if you like that better) isn't the pressure a compressor will give, it's the massflow. For your fan, in S.I. units and at atmospheric pressure it will give 0.44 kg/s at "no load".

If the flow of the compressor is 800 cfm "unloaded" it won't be that high when it's "loaded". The flow of the compressor will at all times be equal to the flow of the engine and the flow of the engine can be estimated with pressure ratio*original flow of the engine.

Your hp formula I will not even get into, but you can get a rough esimation of the power by muliplying the power with the pressure ratio. But the temperature increase over the compressor will cause the density to drop, and therefore also the pressure.

When we increase the pressure of a gas its temperature will rise. If we for example wants to increase the pressure from one to two atmospheres (pressure ratio of 2) at 273 K the temperature will rise to at least 332 K, but since the efficiency isn't 100% it will rise even more, for an adiabatic efficiency of 75% (typical turbocharger compressor) it will rise to 352 K or it has risen 79 K (or degrees C if wanted).
To rise the temperature we will need to add energy. Air requires about 1 kJ/(kg*K), the exact number (well, in theory as an ideal gas) depends if the process is done at constant volume or constant pressure. So to rise the temperature by 79 K it will require the specific work 79 kJ/kg. If we now add a massflow to that, let's say 0.13 kg/s (enough for about 170 hp); 79 kJ/kg*0.13 kg/s = 10.27 kJ/s = 10.27 kW or about 14 hp.

For some compressors the power consumption is huge. Lets take a Top Fuel dragster as an example. A Top Fuel requires 2.5 kg air per second, they have a roots blower running with approx. 50% efficiency and 4 in pressure ratio. The temperature will rise about 262 K so the head will be 262 kJ/kg. The power needed to run the supercharger will be 650 kW or 900 hp.

With "load" I mean a pressure ratio that is greater than 1. It's like pumping the tires in a bike, the higher the pressure gets, the harder you will need to work.

[SaabJohan]

Originally Posted by supratt6s

That little equation from SaabJohan only proved one thing, that he's a dumbass.

Well, I guess it's just me and the other dumbasses that works with compressor development that uses them...

By the way, a compressor isn't a fan, or the other way around.

[street freakz]

like i said before, there is always a formulla to counter attack the one you have. every auto performance mod made has a dyno sheet. thats what everybody goes by. they have theirs & we have ours. the bottom line is this people, you will believe what you want to believe no matter whats put in front of you. i don't give a damn about your physics. the proof is there. and lots of positive feeback from customers with their own dyno's too. i suppose i should tell them that their dynos are wrong & that they have been tampered with. "idiots"

[street freakz]

oh, i just wanted to say , thanks for your time. contact us when you wake up. there will be an article in max power magazine in the uk about our " E- TURBO" in 2 weeks. thats right, global attention.

[Sluttypatton]

You say that these turbo's feed off thier own motor...no one disputed that, the fact remains that a turbocharged motor works because boost increases and decreases proportionately to the motors RPM. We have already been told that this compressor is running at full output as long as it is switched on...that means that the same amount of air is being delivered all of the time. Lets walk through the problem I have with this.

A 2 liter motor can theoretically use 2 liters of air fuel mixture per cycle (a cycle is all four strokes). Hence the name, 2 liter. So to find out how much air, in liters, a 2 liter motor would use at various RPM's we multiply the engine displacement by the engine RPM. So 2 liters multiplied by 800 RPM equals 1600 liters. This means that a two liter would theoretically intake 2 liters of air in one minute at a constant 800 RPM. Now we see that at 6000 RPM the motor would intake 12000 liters of air. It has been claimed that this device can move 44000 liters of air per minute, 72% more air than this motor would use even at 6000 RPM. We have also been told that this unit constantly runs at full output, meaning that regardless of engine RPM the compressor is always moving 44000 liters of air per minute. So when the motors speed decreases to 800 RPM (idle) and the engine only needs 1600 liters of air, the compressor will still be trying to force 44000 liters of air down it's throat. So let's ignore the possibility that some of this may get by the throttle plate, and assume that it all backs up against the throttle plate. Think about how this compressor will handle all of that air being forced, counter flow, back out. Okay, now imagine at 1000 RPM, WOT. How much of that 44000 liters do you think will be forced into the motor? What effect will that have when the motor will only need 2000 liters of air? The motor would go so lean, I don't even think it would run. This is why I don't see how a constant output compressor could ever work. Of course I left out the matter of fuel taking up space in an atmospheric engine, and volumetric efficiency, but the math is close enough for our purposes.

But you are right about one thing, a car sitting at idle will have the same Air/Fuel ratio as one at 6000 RPM, that is why it is called a ratio. The more air in the motor, the more fuel is needed to keep that ratio static. But when you're force feeding an idling motor 44000 Lpm, it's gonna be hard for the fuel system to keep up with that.

By the way, good luck street freakz (honestly), and I will keep my mind open. Perhaps when this product becomes big, I'll believe it.

Also, a turbocharger is a type of supercharger. The difference is that a turbocharger uses a turbine to power the compressor. No turbine=no turbocharger. It's just a supercharger.

[Sluttypatton]

By the way, Supratt6s, how are you affiliated with Cargodz custom concepts?

[Neutrino]

Ok i'll jump on the bandwagon too...


and i fully agree with patton...how the heck can that engine run with so much air forced into it...there is no way the ecu will be able to compensate stock...

show me one good aftermaket turbo kit (even a low psi one) that will not require a reflash, chip, pigiback or some sort of fuel compesation...there is nothing more dangerous for an engine that running lean


second how do you plan to handle the presure build up against a closed plate...are you going to use a blow off valve?


third all those problems would be easily solved with a rpm sensitive electrical engine...its not that hard to determine the engine speed and modify your fan's speed acordingly....or change the blade pitch accordingly...

[street freakz]

weve never tested a twin setup on the dyno before, only at the local race track. when the results came up at the end of the track, nobody believed that neither & the proof in front of their damn faces. they accused the track of having a faulty system. its amazing what levels that people will go to , to ignore this devise.the twins put out the 44,000lpm. you can use a bov with the twins, & we have a special one for the single unit. for you f&f people that want that pretty sound. the motor was designed to dead head at a closed throttle position, in other words the motor will hold the pressure in the tube but will no longer draw any air in. you can block the inlet and outlet openings on these units while their activated and they will not burn up. they have a thermo switch in them to prevent this. we also give you an instruction sheet to reboot or reflash your computer, however you want to refer to it. the fords, mazdas, and audis have to go to the dealer ship to have this done, their computers are hack proof. i'm sure there will be someone to question this also, but i called to verify just in case, "a ram-air hood will give approx. 20hp while the vehicle is traveling at speeds of 150mph or better". but for some reason, you think that a devise pushing air in at 185mph (single unit) will do nothing at all????????? but what the hell, right? we are only telling people of this devise, we have 3 people out of 5,000 that cry no way. so we will no longer waste your time. weve proven ourselves and thats all that matters. by the way, i can't call it an electric supercharger. ever heard of patent claim violations before???

[Neutrino]

Originally Posted by street freakz

weve never tested a twin setup on the dyno before, only at the local race track. when the results came up at the end of the track, nobody believed that neither & the proof in front of their damn faces. they accused the track of having a faulty system. its amazing what levels that people will go to , to ignore this devise.the twins put out the 44,000lpm. you can use a bov with the twins, & we have a special one for the single unit. for you f&f people that want that pretty sound. the motor was designed to dead head at a closed throttle position, in other words the motor will hold the pressure in the tube but will no longer draw any air in. you can block the inlet and outlet openings on these units while their activated and they will not burn up. they have a thermo switch in them to prevent this. we also give you an instruction sheet to reboot or reflash your computer, however you want to refer to it. the fords, mazdas, and audis have to go to the dealer ship to have this done, their computers are hack proof. i'm sure there will be someone to question this also, but i called to verify just in case, "a ram-air hood will give approx. 20hp while the vehicle is traveling at speeds of 150mph or better". but for some reason, you think that a devise pushing air in at 185mph (single unit) will do nothing at all????????? but what the hell, right? we are only telling people of this devise, we have 3 people out of 5,000 that cry no way. so we will no longer waste your time. weve proven ourselves and thats all that matters. by the way, i can't call it an electric supercharger. ever heard of patent claim violations before???

ok first of all...we are not one of them f&f furious people...the reason i asked about a blow off valve is because the only way i could see your compressor putting out boost against a close throtle body would be with a blow off valve/ diverter valve.....otherwise the presure woud mount to insane levels

ok and i don't understand....how you get around this....from what i could understand from your explanation you divert the air around your turbine or what?

oh and you say you are going to give instructions for ecu reflash....does that include new ignition maps, injector pulses etc.....

and you still did not explain why you guys did not just made the turbine spool or change the blade pitch...dependant on engine rpm and throtle position?

[cargodzcc]

I could have sworn that I stated this before, and it was pointed out, but since you didn't catch it I'll repeat myself. There was only a 23 minute difference between dyno runs and the 1st run and 2nd run were done with the car semi-cool in other words the motor was just cooled down enough to work on it. I'm sure if we had popped the radiator cap either time we would have been covered in coolant. Both test were done in 2nd gear, so I dont see any difference between the 2 runs, no temperature change, nothing!

And for all of you wondering about supratt, we have no affiliation, have never met, and he didn't buy it from us. Chances are that he got it from one of the older dealers that used to be allowed to carry this line.

Originally Posted by SaabJohan

First, since some people don't seems to know this; dynos cannot lie but their results can be incorrect. That paper isn't prooving anything, add information about inlet temperature (before and after the compressor), oil temperature, water temperature, currant of the power that drives the compressor and probably most important MAP since this will tell if the compressor can increase the density of the air at all, and then we will have something to start with. The standard used for the dyno test must be specified.

The power consumption of a compressor depends basicly on compressor ratio and massflow, power need increase when any of them increase. Furthermore, a compressor can't run with a high pressure ratio at low massflow, then it will go into surge. That's what makes the chirping sound of a turboengine when releasing the throttle after boost. So running an electric driven compressor at idle will require about the same electric power that peak power does, the difference is that the flow will be low so the pressure ratio will increase (since the electic motor will deliver the same power at all time unless the current or voltage to it is changed) - not good (remember the surge).

A typical 170 hp engine consumes 0.13 kg of air per second at 20 degrees C. The "electric driven compressors" I've seen have not have a power exceeding 1 kW, possibly 1.5 kW for two. With this power the maximum pressure ratio would be 1.09 giving an outlet temperature of 30.3 degrees C. This can increase the maximum power from around 170 to 180 hp.

street freakz: your use of the gas law is incorrect, an explaination:

By using your formula you can calculate the mass of a certain volume, V of air (or any gas if you like) at a certain pressure, p and temperature, T:

m = pV / ( RT )

m (or n if you like that better) isn't the pressure a compressor will give, it's the massflow. For your fan, in S.I. units and at atmospheric pressure it will give 0.44 kg/s at "no load".

If the flow of the compressor is 800 cfm "unloaded" it won't be that high when it's "loaded". The flow of the compressor will at all times be equal to the flow of the engine and the flow of the engine can be estimated with pressure ratio*original flow of the engine.

Your hp formula I will not even get into, but you can get a rough esimation of the power by muliplying the power with the pressure ratio. But the temperature increase over the compressor will cause the density to drop, and therefore also the pressure.

When we increase the pressure of a gas its temperature will rise. If we for example wants to increase the pressure from one to two atmospheres (pressure ratio of 2) at 273 K the temperature will rise to at least 332 K, but since the efficiency isn't 100% it will rise even more, for an adiabatic efficiency of 75% (typical turbocharger compressor) it will rise to 352 K or it has risen 79 K (or degrees C if wanted).
To rise the temperature we will need to add energy. Air requires about 1 kJ/(kg*K), the exact number (well, in theory as an ideal gas) depends if the process is done at constant volume or constant pressure. So to rise the temperature by 79 K it will require the specific work 79 kJ/kg. If we now add a massflow to that, let's say 0.13 kg/s (enough for about 170 hp); 79 kJ/kg*0.13 kg/s = 10.27 kJ/s = 10.27 kW or about 14 hp.

For some compressors the power consumption is huge. Lets take a Top Fuel dragster as an example. A Top Fuel requires 2.5 kg air per second, they have a roots blower running with approx. 50% efficiency and 4 in pressure ratio. The temperature will rise about 262 K so the head will be 262 kJ/kg. The power needed to run the supercharger will be 650 kW or 900 hp.

With "load" I mean a pressure ratio that is greater than 1. It's like pumping the tires in a bike, the higher the pressure gets, the harder you will need to work.