Monday, July 29, 2019

Don't forget what you're really looking for...

Vacation in late July. Hot summer nights. Riding motorcycles in t-shirt only. Drinking ice cold beer after midnight. A sense of freedom for those who seek freedom. A bittersweet feeling for ambitious people. Fulfilling dreams while having time to think about life.

If you feel these tensions, blow them up…and just enjoy the moment. Because this is the time to build sandcastles, get out there and drive and if needed work hard to enjoy that short moment that will make it all worthwhile.
Just do it!
A Squarebody tour 500km (805miles) will not impress our next door garage neighbour who's literally been driving 4 million miles over a 20 year period in GM Trucks. But it surves our purpose and makes us feel fine.
Rocker panels change in the blistering sun will crave an after wrench beer
And that beer will feel colder than cold
Some may go swimming softly while 
Magnus Make Magic.
Cina in the jungle on turbo vacation in search for the yellow rose of speed.
Cars in Barns needs speed and sunshine too. Anders took his SLC for a spin.

  Epilogue: Ignore sleep. Dream about projects that makes life worth living. But keep in mind that taking care of your soul is your responsibility. 

We can only provide turbos and superchargers! 

Tuesday, July 23, 2019

Stay Fast & Cool and support The Real Deal and not the copy.

Life's complex. We're fighting to be born and we're all looking for luck and love. But there's more to it. I'm talking about association, attitude and acknowledgement.
On the way to all of the above, we've learned that lot of people are looking for the real deal, the authentic stuff. Stuff that cannot be copied, stuff and is based on a real dream. I get it because we've been inspired too. 
We've got heroes. Heroes that provided us with strength. Strength to create our own do-it-yourself-world. A world in which we live and work hard to create and live our dreams.
Based on our own fantasy, fuckups and failures, we've created The Salt Slush Racing brand to make our land speed dream come through and inspire others, just like we've been inspired by those before us.   
That's why…;
...we've created our Salt Salt Racing logo...
...and made Tees for thoose living and dreaming about speed, power...  
 ...and can handle a limelight life.
We're talking about fighters that makes miracles real. 
Like Erland at 80 climbing a high pole at latitude 67 in -30degC (-22degF) with no safety belts.
Or race driver like Ola who seems to be faster when dressed for success.
 But we've now learned that there's people out there who have stolen our high speed logo and are trying  to sell stuff like this hoodie to you all. Don't buy it, becuase when copied without permission, the Salt Slush logo is losing its high speed soul and turn you in to a fool. 
The moral of this blog post;
Stay cool. Don't be a fool. Buy the real deal.

Yes, we have turbo's and superchargers too...

Thursday, July 18, 2019

Salt Slush Summer Reading. Chapter one - Matching part 2 and The Turbo Loop

It’s time for our next blog post about engine boosting.
Pour yourself a cup of coffee and stay focused, because we’re going to continue our tour in the high density landscape, where there's good and bad, heaven and hell, eternal fire and cold fresh air. All at the same time. You got it, this time it's all about turbos…
But before we move in to details let’s make one thing clear; Turbo matching is always a compromise. Therefore, it’s a very good idea to first of all determine what kind of engine you want and how the engine & vehicle are supposed to be used.

If you’re looking for a fast street machine with no (or minor) turbo lag you need one type of turbo matching strategy, if you’re into drag racing you’ll need another matching strategy and if you’re Drifting, Time Attack you need something else.

Nevertheless, the physics are all the same. Let me try to explain.

It may be obvious to you all, but it is important to keep in mind that the turbine and the compressor side is connected and in between there’s a gas exchange system. Which means that what happens on the cold side (compressor) effects the hot side (turbine) and vice versa.
With the two pictures below I have tried to illustrate the compressor, combustion system and turbine interaction. (click to make them bigger).

Let’s start with the good and desired turbo loop in which the back pressure before (and after) turbine is low, the charge cooler is efficient and the compressor efficiency on top level. In this preferred case the pumping losses will be low (due to the low backpressure before and after turbine) and charge air temperatures too, since the compressor efficiency is on a high level. When we are in this Thermodynamic Happyland the risk for knock and misfire will be limited too and spark advance will come close to MBT (Maximum Brake Torque) at peak power.

The only problem with this gas exchange Nirvana is that it requires a too big turbine (flow capacity) and too big compressor and consequently a substantial turbo lag. A too big turbo with too much flow capacity (i.e. power) normally brings low torque at low and mid engine speeds and long time to spool up. It helps a lot with ceramic ball bearing and titanium-aluminum turbine wheel (ref. Borg Warner EFR), but this way is still not a good way to go.

Before we jump to conclusions, we need to look at the dark side too. I’m talking about the turbo hell, in which pressures are high and temperatures rising without power and torque gain.

How do we avoid ending up on the dark side of boosting with knock, misfire and engine failure? It’s actually easier than you think to end up on this side when working with high boost turbo engines. A too small turbine house, an inefficient or wrongly matched compressor or a too high compression ratio and you're in the negative loop.

Example: At the end of any compressor map the efficiency drops significantly and the charge air temperature is climbing as fast as the efficiency drops. At this point, it is hard, even for a highly efficient intercooler, to handle the high temperatures from the compressor. In addition, the low compressor efficiency steals power from the turbine and increases the backpressure before turbine. High air inlet temperatures, hot exhaust gases that is pressed back in to the combustion chamber due to the high back pressure, makes life hard for the combustion system. 
A well designed fast burning DI engine have a chance to cope with this situation reasonably well, but a PFI (Port Fuel Injection) engine will start to knock or misfire. The way to handle this problem is clear; retard the ignition. However, retarded (late) ignition makes the combustion less effective and more boost pressure and flow to keep the same power output is needed. Which makes thing even worse…

So how to match a turbo and avoid the worst mistakes? Here's our check list...
1. Deiced what kind of engine you want. [Peak Power, Purpose, Characteristic]

2.  Calculate / Estimate air mass flow for the desired power of the specific engine.

3. Estimate boost pressure for the specific power.
[rule of thumb: 110-120hp/Litre (61 in^3) generates approximately 1-1,1 bar (14,5psi) boost pressure (relative) in your PFI engine.
4. With estimated max flow and boost pressure at hand, choose compressor map.
Advice: Always leave some flow margin. 10% if it’s a traditional turbo and more margin if it’s a ceramic ball bearing Borg Warner EFR with TiAL turbin wheel. Reason: Margin lower the stress levels (temperature and knock)

5. Keep pressure losses in inlet and exhaust system low. It helps a lot.

Keep on Boosting!