R_Redding wrote:Richard wrote:Now you mention it, tuning an exhaust to ensure the pressure waves maintain back pressure is a sort of MGU-S. It's utilising the sonic pulses to increase the efficiency of the engine.
Is exhaust tuning as benefial to a turbocharged engine,as it is non turbo ?. The scavenging of the engine gases ,the Kadenacy effect , is less of an advantage as the new charge is being forced in by the compressor.
http://www.youtube.com/watch?v=C66Q3PG4MA8
That's also what I'm wondering. The effect of cylinder scavenging is pretty straightforward, but with a turbo I can at best think of some effects which only would work in a very narrow engine RPM range (though by no means and expert).
With the log I can see a lot of benefit (as discussed in another thread). When you compare the Merc and the Renault/Ferrari solution, you can see that the gases that enter the turbine in the merc are several tens of degrees hotter than in the case of the Renault/Ferrari solution. Just compare the amount of radiating surface and the amount of thermal insulation.
In my simplistic mind that means more energy for the turbo.
It also means less energy you need to remove from the sidepods, less effort (weigth) to shield sensitive components from header radiation, and overall tighter packaging due to the lower volume of exhaust piping.
The positive effect of exhaust tuning must be pretty substantial to offset that.
Mercedes developes its own super and turbochargers. Renault and Fiat buy their turbo's in for street cars, they don't have their own turbo development. I wonder whether they have sourced this out. If so, that could perhaps explain why Mercedes seems to have a tighter integration of engine, exhaust and turbine.
Anyway, will be interesting to see what road Honda has taken. I think they also have their own turbo development.
