F1technical.net

ringo wrote:Refueling is not expensive.
It definitely doesn't need tens of millions of dollars of R&D. The perfectly working fueling machines of 2009 are probably sitting down somewhere rotting away.

Performance Rating

The gas turbine engine is rated at 130 horsepower at 3600 rpm output shaft speed and 425 lb-ft torque at zero output shaft speed under ambient temperature and atmospheric pressure conditions of 85 F and 29.92" Hg, respectively. However, unlike a piston engine, which is tested and rated as an individual unit without transmission or accessories, the gas turbine power plant is rated as a complete package including transmission and accessories. 'Ihus , owing to rating methods and torque characteristics,
the 130-hp turbine power plant gives performance comparable to a piston engine rated at 200-hp or more.

747heavy wrote:

Performance Rating

The gas turbine engine is rated at 130 horsepower at 3600 rpm output shaft speed and 425 lb-ft torque at zero output shaft speed under ambient temperature and atmospheric pressure conditions of 85 F and 29.92" Hg, respectively. However, unlike a piston engine, which is tested and rated as an individual unit without transmission or accessories, the gas turbine power plant is rated as a complete package including transmission and accessories. 'Ihus , owing to rating methods and torque characteristics,
the 130-hp turbine power plant gives performance comparable to a piston engine rated at 200-hp or more.

It still needs an automatic transmission for reversing direction and adapting to vehicle speed

This particular design makes it extremely low revving

The first-stage turbine always rotates while the engine is operating, its speed varying from 18-22,000 rpm at idle up to about 44,600 rpm at rated power. The second-stage turbine, being connected directly to the car's drivetrain, rotates only while the car is in motion. Its speed ranges from zero at standstill to a maximum of about 45,700 rpm

I have not found any fuel performance and weight figures for this design.

Three major engine components (compressor, regenerator and burner) showed significant improvements in operating efficiency . The compressor efficiency was brought up to 80 per cent, a 10 per cent increase. The regenerator or heat exchanger unit reclaimed almost 90 per cent of the heat energy in the exhaust gas whereas peak efficiency in the 1956 cross-country run was around 86 per cent. Burner efficiency also was improved so that it was approaching the point of ideal combustion.

1964 turbine car specifications

* 130 horsepower at 3,600 rpm (output shaft speed); 425 lb-ft of torque at zero rpm!
* Weight: 410 lb - 25 inches long, 25.5 inches wide, 27.5 inches tall (without accessories, which make the overall length 35 inches).
* Fuel requirements: what've you got? diesel, unleaded gas, kerosene, JP-4, others. No adjustments needed to switch from one to the other.
* Compressor: centrifugal, single-stage compressor with 4:1 pressure ratio, 80% efficiency, 2.2 lb/sec air flow
* First stage turbine: axial, single-stage, 87% efficiency, inlet temperature 1,700 degrees F.
* Second-stage turbine: axial, single-stage, 84% efficiency, max speed 45,700 rpm
* Regenerator: dual rotating disks, 90% effectiveness, 22 rpm max speed
* Burner: single can, reverse flow, 95% efficiency
* Maximum gas generator speed: 44,600 rpm
* Maximum output speed, after reduction gears: 4,680 rpm
* Exhaust temperature at full power: 500 degrees Farenheit.

Although the progress of the gas turbine and its advantages are impressive, additional progress in improved component efficiencies (particularly in the compressor) and the future possibility inherent in increased operating temperatures, are extremely promising. For example, a 400-degree increase in nozzle inlet temperature would mean a 40 per cent increase in specific output for a given-size power plant, or conversely, a reduction in size for a fixed horsepower. The same 400 degrees increase would improve fuel economy over 20 per cent without needing to take advantage of any further increase in component efficiency.

The car left New York City on December 27, 1961, to begin a coast-to-coast engineering evaluation. After traveling 3, 100 miles through snowstorms, freezing rain, subzero temperatures and 25 to 40 mile per hour head winds, it arrived in Los Angeles on December 31.

The turbine not only lived up to all expectations but exceeded them! An inspection showed every part of the engine in excellent condition. Fuel economy was consistently better than a conventional car which traveled with the turbine car and was exposed to the same conditions. The key to the excellent performance and economy of the third generation gas turbine (called the CR2A) was its new variable turbine nozzle mechanism.

Huebner attended his retirement party in 1975 and then went right back to work. A year after he left Chrysler, he began an eight-year stint with Volvo in Sweden, developing a small gas turbine for front-wheel-drive compacts. The result was a prototype turbine that weighed 25 percent less than an equivalent piston engine, delivered 100 horsepower, out-accelerated anything in its class, got 45 miles per gallon and had an amazingly clean exhaust. Volvo at that time had the gas turbine 5 two main problems, cost and oxides of nitrogen (NOx) emissions, just about beat.

•Power: 800 shp (nominal) - 1,200 shp (maximum)
•Torque (maximum): 1,431 Nm
•RPM of output shaft: 8,000
•RPM of compressor turbine: 41,000
•RPM of power turbine: 26,300
•Weight 110kg, Width 390 mm, Height 390mm, Length 800 mm

Thanks to a double power take-off, our automotive/marine gas turbine engine can be combined at the same time with a conventional gearbox and with an electric generator/motor (increasing torque to 1,802 Nm) or air turbine, offering great flexibility (hybrid and zero-emission capability) and the opportunity to pursue a variety of applications, with exceptional cost and weight reductions.

Notably, the Project 1221 turboshaft / turboprop has the unique capability to deliver the same performance as a conventional turboshaft / turboprop of 50% larger capacity, while employing a transmission of 80% smaller capacity.

The engine presents a usual thermodynamic cycle: pressure ratio 8.0, gas temperature 1 450 - 1 500 K, specific fuel consumption (kerosene) 0.240 - 0.250 kg/hp.hour (without heat exchanger) or 0.165 - 0.185 kg/hp.hr (with heat exchanger).

strad wrote:do you guys even watch the video???