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Because centrifugal superchargers utilize centrifugal forces to compress the air, they offer higher efficiency than positive displacement designs, both in terms of power consumption and heat production. "Perhaps the simplest of all superchargers, the centrifugal can also be the most thermally efficient". [11]
In 1900, Gottlieb Daimler patented a Roots supercharger for a car's internal combustion engine. [7] In 1931, Roots Blower Company and Connersville Blower Company were bought by the International Derrick and Equipment Company to found Roots-Connersville Blower Company. The same year, the company began production of centrifugal compressors. [8]
The world's first series-produced cars [21] with superchargers were the 1.6 litre Mercedes 6/25 hp and 2.6 litre Mercedes 10/40 hp, both of which began production in 1923. [ 22 ] [ 23 ] [ 24 ] They were marketed as Kompressor models, a term which was used for various models until 2012.
P-Motor was the class designation given by the New York Central a fleet of 22 ALCO-GE electric passenger locomotives. The P Motors were not only more powerful than previous New York Central electrics, but also a more advanced design using the highly successful 2-C+C-2 wheel arrangement found on the later PRR GG1 and New Haven EP-3 classes as well as nose suspended traction motors.
The supercharger is taken from an R-3350 used on the Lockheed EC-121 and the engine is fitted with nitrous oxide injection. Normal rated power of the original stock R-3350 was 2,800 hp (2,100 kW) at 2,600 rpm and 45 inHg (150 kPa) of manifold pressure.
Supercharger: Centrifugal-type, single-stage, 8.1:1 gear ratio, 15-vane, 10.25 in (260 mm) diameter impeller, and General Electric turbo-supercharger with intercooler Fuel system: 1 x Stromberg PD-12K8 2-barrel injection [ clarification needed ] downdraught carburetor with automatic mixture control
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The JT15D was first run in 1967. Its use of a centrifugal compressor as the high-pressure stage in a turbofan engine was followed in 1970 by the Garrett TFE731. [1] The fan for the original JT15D-1 was aerodynamically scaled to 75 lb/sec using the much larger JT9D fan. [2] About 70% of the air passing through the fan goes down the bypass duct.
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