Myth and Truths

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Most Mind-Blowing Facts

 

• It takes six months to build a Rolls Royce and only 13 hours to build a Toyota.

• The sound made by Victoria Falls in Zimbabwe is so loud that it can be heard 40 miles away.

• It takes approximately 20 minutes for your brain to know that your stomach is full.

• There is a temple in Sri Lanka dedicated to a tooth of the Buddha.

• Space dust taste like raspberries and smells like rum.

• A Rubix's cube has 43,252,003,274,489,856,000 possible configurations.

• Albert Einstein said that if the honey bees were to suddenly disappear from earth, we would see an apocalypse within 4 years.

• Deep breathing gives you health benefits similar to aerobics.

• The most expensive coffee in the world's is Black Ivory Coffee, which is found in Thailand. It costs about $2,000 per kg .

• Lamborghini cars were created because the Lamborghini tractor company was insulted by the founed of Ferrari.

• The human mind is 10 times more creative at night than it is in the morning or afternoon.

Maths Magic :- Just try it. "259 x your age x 39 = ?". You will get an interesting result.

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Some Interesting Facts Which Are Not Commonly Known?

1. Parliament

2. Confusion

3. stubbornness

4. Tower

5. Embarrassment

6. Effeminate

7. Coquette

8. Henpeck

9. Boost your mood.

10. Kiss😘

Tell me which one you know from earlier in comment section.

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Why Does A Turbocharger Require An Intercooler While A Supercharger Does Not?

In truth, neither turbocharging nor supercharging require an “intercooler,” which is properly named a “charge air cooler.” Forced induction systems of all types can run without cooling the air charge, but doing so reduces the efficacy of the system.

Forced induction, regardless of whether belt-driven (supercharger) or exhaust-gas-impeller-driven (turbocharger) work by pushing more air into the intake manifold. More air means more oxygen, which with additional fuel and spark mean more power (remember kids, suck, squish, bang, blow!). Accelerating air heats it, and compressing it heats it even more. If you remember, heat is simply motion at the atomic level and cold is just a lack of motion, so that’s pretty easy to remember.

A basic diagram of a turbocharging system

Intercoolers work by running air through a radiator made of many small fins of highly heat-conductive material, usually aluminum or similar. The air charge passes through the radiator, and since the car is moving, fresh air is running across the fins on the outside, enabling heat transfer. It is exactly the same thing as your radiator (and if your car is equipped with them, oil or transmission coolers), with the only notable difference being that your radiator has fluid in it and the intercooler has air in it.

Intercoolers are usually placed between the compressor fan where the air is accelerated and/or compressed and the intake manifold, cooling the charge after its heated and before it goes into the cylinders.

A Roots-style blower sticking out of the hood of a muscle car, with carburetors and air filter on top of it.

Intercooling is less common among superchargers for one simple reason - packaging. Roots type and twin-screw type superchargers are usually mounting directly on top of the intake manifold - usually as an actual part of the intake manifold - which makes placing an intercooler difficult, though it has been done before. Centrifugal superchargers and turbochargers (which differ only in the fact that where the turbocharger has an exhaust-driven impeller, the supercharger has a belt-driven gearset instead) are remotely mounted, and thus make including an intercooler in the system easy.

A more realistic view of packaging with an air-to-air charge air cooled turbocharging system. Note the remote placement of both the turbo and the intercooler

This is a twin-screw supercharger. It is a positive displacement supercharger, meaning that it compresses air inside the supercharger as well as accelerates it into the intake manifold. Note that the compressed air comes out the bottom.

An air-to-water intercooler for a twin screw blower, which mounts directly to the bottom of the blower.

A twin-screw supercharger with integrated intercooler. Note the custom intake manifold that includes the intercooler, and the height of the system.

Installed in a Subaru BRZ this SprintEX brand twin-screw intercooled supercharger barely clears the hood - notice the height of the pulley and supercharger assembly (in the very center of the photo, the large pulley with the belt going down is the supercharger drive pulley). Hood clearance will be very tight. Notice that the blue strut tower brace is significantly below the top of the blower.

A Crawford Performance turbo kit for a Subaru BRZ. Notice the lack of height in the black intake manifold, allowing the strut tower brace to be connected, and the green piping which leads to the green and silver turbocharger mounted centrally at the front of the bay. The remote nature of turbocharging allowed the designer to move that mass away from the top of the engine bay leaving room for the strut tower brace to stiffen the chassis.

Most factory superchargers are Roots-type blowers in the US. GM has used Eaton manufactured Roots blowers exclusively to my knowledge for decades, though supercharging has fallen out of favor to turbocharging, due to turbochargers being more fuel-efficient while providing more power at the price of a higher boost threshold (often mistakenly called turbo lag).

In practice, most forced induction systems are limited to around 5–6psi of boost without some method of cooling the air charge. Boost is the amount of compressed air, measured in pounds per square inch in Standard measure or Bar in metric, above our normal atmospheric pressure added to the air charge. Earth’s atmosphere at sea level is 14.5psi or 1 Bar. So a system running 5 pounds of boost is pushing 19.5psi absolute, 5psi above our normal atmospheric pressure. We tend to find that pressures much above 5–6psi (.34-.4 bar) lose efficiency without a charge air cooler, where the air is expanding from being heated so much that it overwhelms the compression we’re trying to achieve.

Adiabiatic efficiency map, showing air charge temperatures by color as they pass through a twin screw supercharger

Few factory systems rely on anything but a traditional air-to-air intercooler (as described above, like a radiator), because the alternatives are either consumable or complex (which you can simply read as “expensive”). Aftermarket setups sometimes use water or methanol injection, which are exactly what they sound like, injecting those substances into the air charge, usually in the intake manifold, to cool the air charge through evaporation. The problem, of course, is that you run out of water or methanol and have to refill those tanks, and most people can barely be bothered to put gas in their cars and have their oil changed.

You’ll also occasionally see air-to-water intercoolers, which run the compressed air charge over a heat exchanger filled with coolant to cool the air charge. These setups are more complex, and thus more expensive, because the coolant must be cooled down again after it’s heated, necessitating a pumping system to move the coolant around, check valves to ensure hot coolant isn’t recirculated before it cools down, and a second heat exchanger to dissipate the heat transferred from the air charge to the coolant.

Thus ends your basic education on forced induction. Hopefully you understand the nature of forced induction and intercooling sufficiently to understand why charge air coolers are commonly used, but not required.