Ferrari Mailing List: Re: MB Engine Advantage

[Rick Moseley (ramosel]

Splitting the elements of the turbo also significantly reduces heat transfer 
from exhaust turbine to the compressor housing which in turn keeps their output 
charge at a lower temp.   Cooler charge = denser charge = more power. 

Since they are not formally in the fray, you can bet Honda has this setup 
running on their motor for next year.

Rick






> On Apr 20, 2014, at 3:21 PM, Todd Walke <racertod [at] racertodd.com> wrote:
> 
> Paul wrote:
> 
>> Anyone else believe the Mercedes dual turbo system gives their car a half
>> second advantage over the field?
>> 
>> If anyone missed the bit about dual turbos, it's my understanding that a
>> genius at MB attacked the turbo lag problem by choosing two shaft driven
>> half size turbos mounted at front/rear of the engine.  Half the weight does
>> wonders for momentum as they will spool up twice as fast as one heavier
>> turbo.
> 
>         The regulations specify a single turbo only.
> 
>         A typical turbocharger has the turbine (driven by the exhaust) and 
> the compressor (that compresses the air) in a single housing.
> 
>         What Mercedes has done is to put the compressor at the front of 
> the engine and the turbine at the rear.  A shaft connects the two, with an 
> electric motor (the MGU-H) on the shaft as well.
>         This allows a shorter intake path, which reduces lag.  And not 
> having the intake plumbing at the rear of the motor improves packaging 
> around the rear of the engine.
>         Since engine development is limited, it'll be difficult for other 
> engine manufacturers to duplicate this arrangement.
> 
> 
> Todd
> Seattle,WA
> '86 GTI, Red of course. (exciting racey car) 276,000 miles
> '01 Golf TDI, silver.   (new work car)       459,000 miles
> '87 Golf, Polar Silver. (retired work car)   654,000 miles <- Gone to a new 
> home :(
> http://www.pureluckdesign.com <-Ferrari & VW stuff
> 
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