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Technology Stocks : Turbodyne Technologies Inc. (TRBDF) -- Ignore unavailable to you. Want to Upgrade?

To: David Wiggins who wrote (1723)	8/12/1998 4:02:00 PM
From: David Wiggins	Respond to of 3458

From Yahoo re. TV interview: 10 minutes ago i saw an interview with Mr Halimi in NTV ( Lagest German Buisness Channel). What he said: Detroit Diesel: They have a contract which makes them earn about 5 million $. This contract is a delivery contract no testings Russia: Secound delivery contract with an amout of 35 million$ and an option for the russian transport company to double the volume with same conditions. It is financed by the Russian import-export bank thus Turbodyne will be paid no matter what happens Germany: There is a contract with a German truck, bus and machine producer. There are tests. There is a contract.He was not allowed to name the company. As there is only one contract in Germany and i got the definite information that M.A.N is currently testing TRBD-technology ( for more information read message 4619 ) it has to be M.A.N. This will mean a much greater deal as the Russian one. Furthermore: There are negociations with most leading producers The market TRBD aims at is about 65 million motors Lets calculate that TRBD gets 1% of the market: This means more than 1.1 billion $ sales. Of course this only shows the direction but the tendence is upwards. Regards, Dave

To: David Wiggins who wrote (1723)	8/12/1998 4:59:00 PM
From: Michael Bidder	Read Replies (1) \| Respond to of 3458

David, 186 million miles a second.>>>> How long would it take a bus equipped with one of these to go from Cincinnati to Chicago? Sorry I just had to (ROFL). But seriously folks I wish I had thought of it. I might have been tempted to trade my integrity for millions on a turbo swindle. MB ......... not impressed and I imagine others are not either.

To: David Wiggins who wrote (1723)	8/12/1998 10:27:00 PM
From: Tom Kash	Respond to of 3458

Taken from Allied Signal... Advantages of a Charge Air System There are quite a number of benefits to be gained by turbocharging. A non-turbocharged engine receives air via the effort of the crankshaft and atmospheric pressure alone. A turbocharger provides pressurized air which permits more air, and therefore more fuel, to be introduced into the cylinder. The end result is more power and higher combustion efficiency. This means that more power can be had from the same size and weight engine or the same power can be had from a smaller displacement engine, see Figure 3. Additional advantages may include increased fuel economy and emission reductions. Because the turbocharger delivers more air to the engine, combustion of the fuel is more complete, cleaner, and takes place within the engine cylinders where its work is accomplished. The positive air pressure (above atmospheric pressure) that is maintained in the engine intake manifold benefits the engine in several ways. During engine valve overlap, clean air is pushed across the combustion chamber scavenging all remaining gases while also cooling the cylinder heads, pistons, and valves. Turbochargers may also be used to altitude compensate (normalize) a non-turbocharged engine. An engine and turbocharger are matched and/or controlled to maintain sea level atmospheric manifold pressure at altitude, whereas a natural aspirated engine will lose horsepower with altitude gain as pictured in Figure 4. go to top Charge Air System Description A charge air system is composed of one or more mechanical components which function to increase the power of gasoline and diesel internal combustion engines. The basic system in Figure 5 consists of an exhaust-gas driven air compressor (turbocharger) and a charge air cooler (heat exchanger). The turbocharger increases the pressure and density of the air delivered to the engine, thus maximizing its torque/power output. The charge air cooler is located downstream of the turbocharger compressor. It removes compression- and friction-generated heat from the air charge. Charge air coolers increase the air density in the combustion chamber. They also lower combustion chamber temperatures. Figure 6 provides a comparison of equivalent power output between the turbocharged and naturally aspirated engine. The second illustration adds an air-to-air charge air cooler to the turbocharger and portrays the difference between the combined systems and a naturally aspirated engine. Some engines include an auxiliary (tip turbine fan) Figure 7 to draw-in ambient air across the heat exchanger. Tip turbine fans are driven by a small amount of air bled from the turbocharger ducting. The turbocharger and charge air cooler are precisely matched to meet the engine manufacturer's performance and emission requirements in both passenger car and commercial diesel applications. Those requirements often indicate the need for a particularly accurate control of the turbocharger's delivery. A by-pass valve (wastegate/regulator) shown in Figure 8 provides this control in many systems. This device is precisely calibrated and opens to direct some exhaust gas flow around the turbine wheel. This limits shaft speed which in turn controls boost pressure. The valve allows the system to develop peak charge air pressures for maximum engine boost response while eliminating the chance of excessive manifold pressure (overboost) at high speeds or loads. The individual functions of the turbocharger, charge air cooler, tip turbine fan, and control mechanisms are elementary. When the components are combined in a charge air system configuration, the system function is automatic, straightforward, and totally synchronous with engine operation. go to top The reason I'm copying this from AlliedSignal Web page is because AS is also working on equipment similar to Turbopack, except, I believe, that AS air chargers are hydraulically operated, instead of Electrical. Now, can everyone see why Turbopack is going somewhere? AS is working on the same technology that turbodyne is working on, except that I think Turbodyne is much more ahead of the schedule than AS. Check their news archives and you'll find a release from 3/3/98 or thereabouts and you'll find the press release.

To: David Wiggins who wrote (1723)	8/13/1998 2:22:00 PM
From: Doug Fir	Read Replies (1) \| Respond to of 3458

Dave, Thank you for the explanation. I'm sure this reflects the promise from the long's point of view, but I think it leaves out some important aspects of the system, IMHO. "The concept is quite simple, Michael. It's one of those great inventions where you say, 'Why didn't I think of that?'" I belive many have, but it has not been pursued because it has no advantages. Firstly, no one debates the fact the turbocharging has its advantages...that's the problem. Most every heavy truck out there today already has some kind of forced air system; it's nothing new. So, the issue here is, what does this system have that is an advantage over existing turbo or supercharging systems? The market place has answered: nothing. Existing turbo systems are driven by existing exhaust gas pressure, with a small power loss due to exhaust gas restriction. They require little in the way of additional hardware; for this reason they are favored in less expensive passenger car applications. Supercharged systems have a better responsive range, but require more expensive hardware and closer tolerences, but little additional beyond the unit itself. They are mechanicaly driven by the engine's rotation either by gearing or belt systems. Now, an electricaly driven charging system requires significant hardware upgrades to the existing engine system.Aside from the new and larger manifold, and additional electric motor, driving an electric motor all the time requires a larger alternator (expensive, esp. on large trucks) , an upgraded battery, and upgraded wiring. Even in this day and age, constant load DC electric motors for harsh environments (vibration, 200+f* heat, airborn contaminants) are bulky and expensive. Additionaly, forced air upgrades to conventional systems require engine rebuilds for new pistons,cams and engine management systems. So,why would anybody add an unproven, more failure prone and expensive system when cheaper and more reliable systems exist? Beets me...