Hello.do you have a video that is more diesel specific?would really appreciate it.woukd be nicr content for you too i would imagine.you are ver well versed and give crystal clear explanations yhat even a doorknob would understand.thank you for this and more power to your channel
@driving4answers do you have a video that covers the principle behind turbo flow Vs turbo pressure. I understand that bigger turbos flow more therefore make more power, however, they are able to flow more and decrease manifold pressure. How is it possible have less pressure but more flow. If the restrictions stay the same, i.e. the head and inlet. Then why doesn't that extra flow turn into extra pressure?
Think I'm in love with this dude? Hope you know how articulate and concise your content is, it's veryy impressive! No teacher Ive ever seen can teach like you do with these videos !
your are literally the best instructor ever i appreciate you to spend your hard work and time just to explain something to us I have by far learned so much from your videos thanks!
Light planes have an interesting variety of turbocharger wastegate controls systems. Some are as crude as a fixed wastegate that relies on the pilot watching the MAP gauge and controlling with throttle (yes, you can overboost them simply by firewalling it on takeoff), others are more sophisticated and actually regulate the manifold absolute pressure. They will maintain the set pressure throughout a climb until the wastegate is fully closed, at the "critical altitude" of the system, above which power drops with the altitude increase. Wastegates are usually hydraulically actuated by engine oil. The control systems modulate the oil pressure to the wastegate. I added a MAP gauge to my turbodiesel RV...the gauge is from a multi engine aircraft (actually a dc-3). One port I left open, so it indicates ambient pressure, the other indicates MAP. I have driven it over the Rockies several times, interesting to watch both ambient and max MAP drop. Thus, available power drops proportionately..car people think their turbo negates the effects of altitude. Wrong, unless your turbo control system is designed to do so! It is probably not.
Love the channel and this boost series. There's an occasional statement that's off from an engineering or physics perspective ... but that's not what this channel is about. It's about understanding what's going on rather then always speaking precisely. Put on your motor head hat and this channel is 100% binge-worthy, learning experience. Go D4A!
I feel every day I watch at least one of your videos and learn so much in such a short amount of time, you really are efficient at teaching and staying on point!!!!! Much Love!
WW2 fighter planes used turbochargers and superchargers so they could fly at higher and higher altitudes (which allows them to store more potential kinetic energy so they can start with a nice speed advantage when swooping down)
That's a great video! Thank you for sharing all this knowledge about engine tuning and physics principles. Just for record: 1 bar is around 14.5 psi, not that far from 14.7 but wanted to make it clear. Cheers!
Another way to pass a MAF limitations is to devide your intake in 2, putting the MAF on only one side. It will then remain precise as it will measure only half of the air entering. Then you'll have to adjust the ECU program to take this into account (basically multiply by 2 the values related to MAF). If you want to be more precise by measuring exactly what's coming in the 2 sides, you can also use 2 MAFs, one for each side. Each will be measuring half of the air. You'll have to use a device between the MAFs and the ECU to add the 2 MAFs values and then send the result to the ECU.
There is one more thing that is important; Mean Effective CR (compression ratio) Versus Boost. This takes into consideration pumping losses, heat, and altitude. Engine might have a fairly high static CR and too much boost = obliterated engine. The actual dynamic CR will be less. I was reading a article on aftermarket boost used on a high performance NA engine. According to my 'math' the boosted CR was 17:1. But the actual CR was 11:1. I was pleasantly surprised because engine I was designing had very low static CR so I could add 5 bars of boost and not blow it up. Plus the actual CR can run on Pump Gas.
Thank you so much, all the other videos made no sense and only gave me little pieces of advice and left me confused. Full understanding now thanks to you
First of all I am thanking you 🙏 with my bottom of heart such an experience explaining all the stuff which is all related to automobiles and I am learning a lot of knowledge from your videos. Thank you so much my brother.
This is fantastic. I've got an issue with my car, likely the MAP sensor, and I've been searching for hours online for one, only to finally realise that all the shops online call it a boost pressure sensor, but my workshop manual calls it a MAP sensor.. Which is obviously how I ended up on this page!
@@fastinradfordable Yea I know that now, but everybody calling it different names is kind of annoying when you don't know, and you're searching online for a MAP sensor but can't find the right one! But it turns out my MAP/boost sensor was fine after all, it was my EGR valve that wasn't closing properly, and it was throwing off the pressure readings..
When you do a skydive, that’s when you discover the mass and friction of our atmosphere you take for granted standing on the ground. It’s like falling through a very lightweight ocean.
Irregardless is with regard or with respect, high estimation of value. Regardless is without regard, respect, or low estimation of value. Ir equals not, so ir-regardless becomes not regardless, thus with regard. A person I worked for did me a solid by correcting me on this matter. Thanks Shelly. Great video series, I've learned a lot.
I never understood why manufacturers installed boost gauges in turbo cars instead of a manifold absolute pressure gauge, as used in piston aircraft. Simple, accurate, and easy to interpret ...
nice Renault R5 Turbo vive la France time 9:50 even if I know everything you explain you show me a different way and my knowledge is kinda sharper. Thanks great videos!!
Always great content, brilliant lo-fi presentation without unnecessary gloss, and above all, the enthusiastic delivery. How about a name to go with the face? Turbo Jesus came to mind before the haircut happened...
Ever tired giving a wave to a passing motorist who's let you overtake him on your superbike and you'll feel the weight of air. As it happens, aground 1.2 Kilograms per cubic meter. Ahh, altitude, necessity is the mother of all invention, thank you to the Aircraft industry for the exhaust turbine charger.
You may not feel the pressure at altitude but you can feel the effects of hypoxia. I wonder if orientation of a sensor relative to the engine position helps, perpendicular to the engine tq and not over the top of the head.
Isolation rooms are negative pressure because they aren't airtight. There are microscopic cracks. A negative pressure room will suck "clean" outside air in the cracks, and exhaust only decontaminated air via filtration. If the room were positive-pressure, with air being filtered and pumped in, as is most common with commercial HVAC, you'll push "dirty" air out the microscopic cracks. That's why in the movies, you'll see people in labs in puffy suits. The suit is positive pressure, to protect the person in the suit, and the room is negative pressure to protect the people outside the room. Pressure should always be higher where you are protecting and lower for the "dirty" area, to ensure proper protection. Taking this back to cars, a clean room for painting a car will be kept at positive pressure, so that dust and contaminates can't come in. The air is pressurised through the filter system to prevent impurities. The room needs to be cleaner than outside, so it's kept at a higher pressure.
so there are some gauges that are not baro compensated and will show absolute pressure on a "gauge" scale. gauge meaning 0 = normal atmospheric pressure or 14.7 psi. you can tell this if your gauge does not always show 0 day to day or when you change altitude. however most newer gauges are baro compensated.
i really love these videos. problem is if i ever get a car i wouldnt know how to ever start modifying because i have no experience with doing mechanical things.
MAP has major draw back of not taking into account of wear. Either compression loss with less vacuum produced which is interpreted as higher eninge load irregardless of actual load; or blocked air filter which result in the exact opposite. Where as MAF measures the MASS of no matter state of eninge. As for modifications its as simple of upgrading the MAF and calibrating the ECU. MAF and MAP can do the same job but the MAF isn't relying on a reference table for interpolation--which is affected by wear items--as MAP is.
Technically Death Valley in Nevada is well below sea level it’s also a cool place because not only is it the hottest place on earth it has rocks that move on their own and there are places were the earths plates are folded on each other which effects gravity and you can stand diagonally without falling or watch rocks curve as they fall
So happy always to hear your explanations making complex stuff look simple. Can i ask if diverter valves are necessary in turbo cars and whether compressor surge is real problem. Some say it does not affect longevity of turbo and a source if boost leak. Thank you for any advice
It depends on what setup. In my experience having diverted valve(s) (some high models have dual diverter valves. ) Diverter valves are better than wastegates because when the wastegate opens the turbo shaft changes speed. Diverting air does not interrupt the turbine spinning.
this makes sense. Turbo engines suffer less performance loss when you drive it to highlands such as Tibet. The turbo will compensate for the lower atmosphere pressure so you still get the same pressure inside your engine. However in this case the boost threshold will increase since it isn't enough to spool the turbo at the same low rev. This seems not so important for people outside China? USA is mainly flat.
I have a question about oxygen density: does it change drastically due to the changes in humidity? And if it does, does the map sensor know it? And if not, does high power applications have any sort of humidity sensor?
correct if I’m wrong: so around us is about 14.7 PSI ATMOSPHERICALLY. And an NA engine has PSI of 14.7 when “sucking” in air (so an engine has no vacuum: but a rush of atmospheric pressure right?) so at all times 14.7 atmospheric pressure of air is rushing into the engine? And if a turbo is making 14.7 PSI this is separate from atmospheric pressure.
For naturally aspirated engines, the approximate math for elevation-hp exchange is: +300M equals -5hp. Turbo and supercharged engines are different and can be case specific.
Wouldn't the "math" give the power loss as a percentage instead of a specific horsepower loss? A moped with 2 hp at sea level can't lose 5 hp at 5,000 feet...
Anything over 29.92" Hg or 14.7PSI at 59°F/15°C standard day sea level is considered boosted over MAP. Boosting is needed to either sustain 29.92"Hg in Aviation or to provide more horsepower.
air pressure is not a function of air density without perfectly controlled conditions; increasing air density will increase air pressure in a perfect experiment, but increasing pressure does not always increase air density because humidity and temperature changes will be different masses in the same volume. a map sensor alone will create a poor afr when exposed to any conditions other than an sae standard day. i think a pressure sensor is a useful sensor but it needs other parameters to know how much air is actually present.
just correcting a few errors in the first segment: sea level is not the highest atmospheric pressure a human can experience, many places on earth have solid ground BELOW sea level, which experience even higher atmospheric pressure. the peak of mount everest is also not the lowest atmospheric pressure you can experience without leaving the earth, even propeller aircraft can reach altitudes higher than mount everest.
At this point in the video he is not talking about tuning, and neither am I. He is talking about geography. "Where is air pressure the highest? It's of course highest at sea level because that's the lowest you can be while still being on the surface of planet earth"
Great video but this got me thinking, my car comes with a turbo and i do occasionally take it to hills of around 5000ft elevation, how exactly does the car adjust the boost levels to cope up? 1-The car anyways has a bit of turbo lag in normal elevation levels so i assume by this point the turbo itself does not have much more scope for producing more boost so i guess low rpms still would have less power in turbo powered cars in mountains with less dense air. Correct me if i'am wrong. (Mine is diesel i guess which makes no difference) 2-Even in higher RPMs how does the ECU instruct the turbo (a mechanical part) to make more boost? I'am guessing it has something to do with controlling the wastegate, but do all turbo cars have electronically controlled wastegates? And for those that don't (if they don't), do they have no mechanism to make more boost in those cases and the engines make less power like their NA counterparts?
It is not at all necessary for your boost gauge to measure your turbo boost pressure at the turbo, in fact its much better and more accurate in terms of engine conditions to measure it in the intake manifold, exactly where your ECU is measuring it. I have no idea why you would ever want to measure boost pressure pre-throttle body. Also, what youre essentially saying and what you should probably be saying directly is that boost pressure drops as intake restriction is encountered by the airflow from the turbo. The best possible measurement would be inside the combustion chambers. This is usually impractical, so as soon as possible pre intake valves is ideal. The most practical location is in the intake manifold. If you have ITB's, tapping the ECU's MAP hose would work best.
AEM SS MAP sensors: bit.ly/d4a-map-sensors
AEM SS Pressure (Gauge) sensors: bit.ly/d4a-pressure-sensors
AEM boost controllers: bit.ly/D4AtruboostX
AEM ECU: bit.ly/D4Ainfinity5
AEM wideband AFR gauge: bit.ly/D4Axserieswb
Cool
Hello.do you have a video that is more diesel specific?would really appreciate it.woukd be nicr content for you too i would imagine.you are ver well versed and give crystal clear explanations yhat even a doorknob would understand.thank you for this and more power to your channel
Reirregardless , brilliant video 😉
@driving4answers do you have a video that covers the principle behind turbo flow Vs turbo pressure. I understand that bigger turbos flow more therefore make more power, however, they are able to flow more and decrease manifold pressure.
How is it possible have less pressure but more flow. If the restrictions stay the same, i.e. the head and inlet. Then why doesn't that extra flow turn into extra pressure?
Still blows my mind that this amount and quality of information is being offered for free. Big respect!
I can't explain how well this series is put together. I am learning so much for my Gen 2 3SGTE swap into my ST162 Celica. Keep up the videos!
Think I'm in love with this dude? Hope you know how articulate and concise your content is, it's veryy impressive! No teacher Ive ever seen can teach like you do with these videos !
2:48 Death Valley has 14.9 psi of pressure due to being a 280 ft below sea level
death valley boost balley confirmed
Not to mention some of the mine shafts we've dug out
When my car had no turbo it ran really REALLY well in Death Valley.
Now it has a variable turbo it runs REALLY well, all the time :)
@@fastinradfordable Death Valley is also very hot, so while it might have high pressure the air isn't very dense (unless you drive at night)
school's back in session, kids!
I honestly don't know how someone can explain something so complex, so clearly that I have zero questions at the end. Amazing.
your are literally the best instructor ever i appreciate you to spend your hard work and time just to explain something to us I have by far learned so much from your videos thanks!
Light planes have an interesting variety of turbocharger wastegate controls systems. Some are as crude as a fixed wastegate that relies on the pilot watching the MAP gauge and controlling with throttle (yes, you can overboost them simply by firewalling it on takeoff), others are more sophisticated and actually regulate the manifold absolute pressure. They will maintain the set pressure throughout a climb until the wastegate is fully closed, at the "critical altitude" of the system, above which power drops with the altitude increase. Wastegates are usually hydraulically actuated by engine oil. The control systems modulate the oil pressure to the wastegate.
I added a MAP gauge to my turbodiesel RV...the gauge is from a multi engine aircraft (actually a dc-3). One port I left open, so it indicates ambient pressure, the other indicates MAP. I have driven it over the Rockies several times, interesting to watch both ambient and max MAP drop. Thus, available power drops proportionately..car people think their turbo negates the effects of altitude. Wrong, unless your turbo control system is designed to do so! It is probably not.
Love the channel and this boost series. There's an occasional statement that's off from an engineering or physics perspective ... but that's not what this channel is about. It's about understanding what's going on rather then always speaking precisely. Put on your motor head hat and this channel is 100% binge-worthy, learning experience. Go D4A!
What did he get wrong? Just curious
I feel every day I watch at least one of your videos and learn so much in such a short amount of time, you really are efficient at teaching and staying on point!!!!! Much Love!
New boost school!! Yes love this series👌🏼👍🏼
You're the best, no other channel or content on technical mechanics and cars compares !
Happy D4A Sunday, engine heads!!
WW2 fighter planes used turbochargers and superchargers so they could fly at higher and higher altitudes (which allows them to store more potential kinetic energy so they can start with a nice speed advantage when swooping down)
That's a great video! Thank you for sharing all this knowledge about engine tuning and physics principles. Just for record: 1 bar is around 14.5 psi, not that far from 14.7 but wanted to make it clear. Cheers!
im learning a lot and this is free, you should receive value adding citizen of the earth award
There are places below sea level on land. The dead sea depression is negative 413 meters sea level.
Glad I'm not the only person to think of this.
depends on which sea you are referencing it to.
One of the best teachers out there, keep up the good work!!
Damn, those AEM plugs are smooth AF :D
Amazing videos, man. Quality is up the roof.
That’s what she said
Another way to pass a MAF limitations is to devide your intake in 2, putting the MAF on only one side. It will then remain precise as it will measure only half of the air entering. Then you'll have to adjust the ECU program to take this into account (basically multiply by 2 the values related to MAF). If you want to be more precise by measuring exactly what's coming in the 2 sides, you can also use 2 MAFs, one for each side. Each will be measuring half of the air. You'll have to use a device between the MAFs and the ECU to add the 2 MAFs values and then send the result to the ECU.
Great until one cylinder has a problem and it is either not noticed or over compensated.
Your growth has been insane, keep it up
That’s what she said
I mean come on it’s too good
@@fastinradfordable thats what she said
There is one more thing that is important; Mean Effective CR (compression ratio) Versus Boost. This takes into consideration pumping losses, heat, and altitude. Engine might have a fairly high static CR and too much boost = obliterated engine. The actual dynamic CR will be less. I was reading a article on aftermarket boost used on a high performance NA engine. According to my 'math' the boosted CR was 17:1. But the actual CR was 11:1. I was pleasantly surprised because engine I was designing had very low static CR so I could add 5 bars of boost and not blow it up. Plus the actual CR can run on Pump Gas.
i did run over 30 psi because of my faulty wastegate. tune was on 25 psi. hopefully it didnt blow up
@@MrSquezzy Thanks for comment. Sometimes shared knowledge is better than dry data from the engineers.
Thank you so much, all the other videos made no sense and only gave me little pieces of advice and left me confused. Full understanding now thanks to you
I know all of this already but I still greatly enjoy watching these videos and still learn little tidbits here and there. Great series.
First of all I am thanking you 🙏 with my bottom of heart such an experience explaining all the stuff which is all related to automobiles and I am learning a lot of knowledge from your videos. Thank you so much my brother.
Genious simply material, it will help the generations. Thanks !
Dont ever stop what your doing i enjoy informational vids like this
This is fantastic.
I've got an issue with my car, likely the MAP sensor, and I've been searching for hours online for one, only to finally realise that all the shops online call it a boost pressure sensor, but my workshop manual calls it a MAP sensor..
Which is obviously how I ended up on this page!
Manifold air pressure
Is boost pressure
@@fastinradfordable Yea I know that now, but everybody calling it different names is kind of annoying when you don't know, and you're searching online for a MAP sensor but can't find the right one!
But it turns out my MAP/boost sensor was fine after all, it was my EGR valve that wasn't closing properly, and it was throwing off the pressure readings..
I love how detailed the description is great info great video thank you
I'm a simple man. I see a D4A video, i click Like.
When you do a skydive, that’s when you discover the mass and friction of our atmosphere you take for granted standing on the ground. It’s like falling through a very lightweight ocean.
Thanks, I've been waiting for the next installment in this series! Thumbs up!
Happy Sunday I love this channel!!!
I think this couldnt be explained any better than in this video. Thank u very much for the uploading of the vid
Irregardless is with regard or with respect, high estimation of value. Regardless is without regard, respect, or low estimation of value. Ir equals not, so ir-regardless becomes not regardless, thus with regard. A person I worked for did me a solid by correcting me on this matter. Thanks Shelly. Great video series, I've learned a lot.
I like your videos because they are educational and at the same time enjoyable to watch.
Things are getting so interesting and little bit complex. D4A keep going.
Thank you for the great explanation and most of all, for not using cheesy background music!
I never understood why manufacturers installed boost gauges in turbo cars instead of a manifold absolute pressure gauge, as used in piston aircraft. Simple, accurate, and easy to interpret ...
thanks for all series bro. apriciate it !
I get so excited to watch your videos!
Roll myself a joint, make a coffee, sit back and relax!
so educational your content, PLEASE DONT EVER STOP!
Damn straight T dogg
nice Renault R5 Turbo vive la France time 9:50 even if I know everything you explain you show me a different way and my knowledge is kinda sharper. Thanks great videos!!
this is the best ever explanation i have seen, i was struggling with the sensors functions ,
Always learning so much from
Your channel despite being a tech keep the vids coming!!
This is just explained in perfection, very very good:)
Always great content, brilliant lo-fi presentation without unnecessary gloss, and above all, the enthusiastic delivery. How about a name to go with the face? Turbo Jesus came to mind before the haircut happened...
D4a
Is a good name no?
Learning a lot from this series. Thank you~
Learning alot on this channel, thank you
Ever tired giving a wave to a passing motorist who's let you overtake him on your superbike and you'll feel the weight of air.
As it happens, aground 1.2 Kilograms per cubic meter.
Ahh, altitude, necessity is the mother of all invention, thank you to the Aircraft industry for the exhaust turbine charger.
Whoa! The hair is gone! Loving the series. Thanks so much!
Could one not experience higher atmospheric pressure by visiting Death Valley that is -282.2 feet below sea level?
You're right! And it's still on the surface of the Earth
Thank you D4A, you make very very good videos
You may not feel the pressure at altitude but you can feel the effects of hypoxia. I wonder if orientation of a sensor relative to the engine position helps, perpendicular to the engine tq and not over the top of the head.
Made me smarter, now makes sense that the boost Pr curve is very similar with the MAP curve. Now makes it easier when I read my data logs.
Don’t forget about Death Valley , it’s 282 ft below sea level
always enjoy the content.. real useful information keep it up
nuff respect from jamaica
Really love this channel bro awesome work😎💯👍🏻
I'm from Detroit, the Silver Dome in Pontiac when is was there had a pressure higher than 14.7 PSI to hold the dome up.
Good video as allways thanks alot.
Isolation rooms are negative pressure because they aren't airtight. There are microscopic cracks. A negative pressure room will suck "clean" outside air in the cracks, and exhaust only decontaminated air via filtration. If the room were positive-pressure, with air being filtered and pumped in, as is most common with commercial HVAC, you'll push "dirty" air out the microscopic cracks.
That's why in the movies, you'll see people in labs in puffy suits. The suit is positive pressure, to protect the person in the suit, and the room is negative pressure to protect the people outside the room. Pressure should always be higher where you are protecting and lower for the "dirty" area, to ensure proper protection.
Taking this back to cars, a clean room for painting a car will be kept at positive pressure, so that dust and contaminates can't come in. The air is pressurised through the filter system to prevent impurities. The room needs to be cleaner than outside, so it's kept at a higher pressure.
so there are some gauges that are not baro compensated and will show absolute pressure on a "gauge" scale. gauge meaning 0 = normal atmospheric pressure or 14.7 psi. you can tell this if your gauge does not always show 0 day to day or when you change altitude. however most newer gauges are baro compensated.
Like before . I cant find words to explaine how much your videos is awsome
This is exactly the kind of video I was looking for
I'm waiting for the assembly of a 4A engine
i really love these videos. problem is if i ever get a car i wouldnt know how to ever start modifying because i have no experience with doing mechanical things.
MAP has major draw back of not taking into account of wear. Either compression loss with less vacuum produced which is interpreted as higher eninge load irregardless of actual load; or blocked air filter which result in the exact opposite.
Where as MAF measures the MASS of no matter state of eninge. As for modifications its as simple of upgrading the MAF and calibrating the ECU.
MAF and MAP can do the same job but the MAF isn't relying on a reference table for interpolation--which is affected by wear items--as MAP is.
2:15 isnt volume inverse to air pressure though? Surely the highest point would have low air volume and therefore high pressure?
Actually educational and interesting to watch. Liked and subbed!!!
Great stuff man! Dropping a comment just to help out the algorithm.
Technically Death Valley in Nevada is well below sea level it’s also a cool place because not only is it the hottest place on earth it has rocks that move on their own and there are places were the earths plates are folded on each other which effects gravity and you can stand diagonally without falling or watch rocks curve as they fall
So happy always to hear your explanations making complex stuff look simple. Can i ask if diverter valves are necessary in turbo cars and whether compressor surge is real problem. Some say it does not affect longevity of turbo and a source if boost leak. Thank you for any advice
It depends on what setup.
In my experience having diverted valve(s) (some high models have dual diverter valves. )
Diverter valves are better than wastegates because when the wastegate opens the turbo shaft changes speed.
Diverting air does not interrupt the turbine spinning.
I'm new to all this so I always feel a bit stupid watching your videos 😂 but they're very well explained, they help me learn a lot.
this makes sense. Turbo engines suffer less performance loss when you drive it to highlands such as Tibet. The turbo will compensate for the lower atmosphere pressure so you still get the same pressure inside your engine.
However in this case the boost threshold will increase since it isn't enough to spool the turbo at the same low rev.
This seems not so important for people outside China? USA is mainly flat.
I have a question about oxygen density: does it change drastically due to the changes in humidity? And if it does, does the map sensor know it? And if not, does high power applications have any sort of humidity sensor?
correct if I’m wrong: so around us is about 14.7 PSI ATMOSPHERICALLY. And an NA engine has PSI of 14.7 when “sucking” in air (so an engine has no vacuum: but a rush of atmospheric pressure right?) so at all times 14.7 atmospheric pressure of air is rushing into the engine? And if a turbo is making 14.7 PSI this is separate from atmospheric pressure.
i am so unpatiently waiting for the full 100+ video playlist to be complete
It will take a while 😊 but I'll do my best to make sure it's worth it.
A video explaining sensor resolution and how it affects tuning would be much appreciated 🙏🙏
Very good video man. Thank you!
Make in depth videos on car sensors and their functions
For naturally aspirated engines, the approximate math for elevation-hp exchange is: +300M equals -5hp.
Turbo and supercharged engines are different and can be case specific.
Wouldn't the "math" give the power loss as a percentage instead of a specific horsepower loss? A moped with 2 hp at sea level can't lose 5 hp at 5,000 feet...
this is just so, so good.
Your a great teacher ... I'm subscribing
Anything over 29.92" Hg or 14.7PSI at 59°F/15°C standard day sea level is considered boosted over MAP. Boosting is needed to either sustain 29.92"Hg in Aviation or to provide more horsepower.
Boss as always.
air pressure is not a function of air density without perfectly controlled conditions; increasing air density will increase air pressure in a perfect experiment, but increasing pressure does not always increase air density because humidity and temperature changes will be different masses in the same volume. a map sensor alone will create a poor afr when exposed to any conditions other than an sae standard day. i think a pressure sensor is a useful sensor but it needs other parameters to know how much air is actually present.
I love your videos, man.
hiesght atmospheric pressure would be in below-sea-level depressions ...
great channel and good info ...
Now make more sense great video
just correcting a few errors in the first segment:
sea level is not the highest atmospheric pressure a human can experience, many places on earth have solid ground BELOW sea level, which experience even higher atmospheric pressure.
the peak of mount everest is also not the lowest atmospheric pressure you can experience without leaving the earth, even propeller aircraft can reach altitudes higher than mount everest.
Thank u. Greetings from Sweden.
I just bought a turbo. I'm no expert in s***, but I'm pretty sure that over here it Just. Got. Real.
for what car?
Good job. Don’t cheap out on your fuel system and never forget timing. Have fun!
2:40 Sea level? I'd argue the lowest point would be the Dead Sea. Its shores have an elevation of 420 meters (1,385 feet) below sea level.
he was still talking about air pressure, I think the pressure you would experience below sea level is water pressure
yeah because someone is gonna tune their car specifically for the shores of the dead sea💀💀
At this point in the video he is not talking about tuning, and neither am I. He is talking about geography. "Where is air pressure the highest? It's of course highest at sea level because that's the lowest you can be while still being on the surface of planet earth"
@@thatweirdoboi7588 I am talking about air pressure as well. The shoreline of the dead sea is still 1,385 feet below sea level.
Holy shit dude you 100% could have explained that in about three paragraphs. But thanks for the hour-long 8th grade science lesson
Great video but this got me thinking, my car comes with a turbo and i do occasionally take it to hills of around 5000ft elevation, how exactly does the car adjust the boost levels to cope up?
1-The car anyways has a bit of turbo lag in normal elevation levels so i assume by this point the turbo itself does not have much more scope for producing more boost so i guess low rpms still would have less power in turbo powered cars in mountains with less dense air. Correct me if i'am wrong. (Mine is diesel i guess which makes no difference)
2-Even in higher RPMs how does the ECU instruct the turbo (a mechanical part) to make more boost? I'am guessing it has something to do with controlling the wastegate, but do all turbo cars have electronically controlled wastegates? And for those that don't (if they don't), do they have no mechanism to make more boost in those cases and the engines make less power like their NA counterparts?
Every car is different.
Asking a question about your car. …
Helps to say what car.
My car had a mechanically controlled variable turbo that can be changed on the fly by adjusting a valve On the shifter.
Jelly?
@@fastinradfordable Creta 1.6 CRDi
Ill refer to this cause i dont have any work to keep this fresh in my head
Awesome 👍👍👍
It is not at all necessary for your boost gauge to measure your turbo boost pressure at the turbo, in fact its much better and more accurate in terms of engine conditions to measure it in the intake manifold, exactly where your ECU is measuring it. I have no idea why you would ever want to measure boost pressure pre-throttle body.
Also, what youre essentially saying and what you should probably be saying directly is that boost pressure drops as intake restriction is encountered by the airflow from the turbo. The best possible measurement would be inside the combustion chambers. This is usually impractical, so as soon as possible pre intake valves is ideal. The most practical location is in the intake manifold. If you have ITB's, tapping the ECU's MAP hose would work best.
I have a random question. Why do car manufacturers not use gasoline vapor injectors? Has it ever been experimented with?
My turbo diesel has both MAF and MAP sensors.