Rick the Turbine thing interests you.... a comment about it is Totally in
keeping with the tradition of " if it interests you and your interested in
LSR then bring it up"
Your our Expert on sealing an Engine... and you bring a tremendous amount of
knowledge to the table in many different facets of our sport.... Hey if you
get off on a tangent about Turbines .... that some of us don't have an
interest in .... WE HAVE A DELETE key....
Shoot I even enjoyed that deal on the blade tips being an issue...
K
----- Original Message -----
From: "Rick Byrnes" <Rick@rbmotorsports.com>
To: "Clay, Dale" <Dale.Clay@mdhelicopters.com>; "wspotter"
<wester6935@home.com>; <land-speed@autox.team.net>; "David Freiburger"
<FreiburD@emapUSA.com>
Sent: Monday, September 10, 2001 8:56 PM
Subject: Re: Vesco turbine
> For all you guys that don't want to hear more about gas turbines hit the
"D"
> key now.
> Since Dale aked.
> The answer to your question is almost the same as a recip engine.
> The Ford gas turbine had variable geometry power turbine nozzles, that
could
> actually change the direction of air flow thru the power turbine to
provide
> braking action. Called simply "retard" Gassifier speed was held to I
think
> 64%. Idle speed was 52% and design gassifier was 37500 RPM. We had a
10:1
> or so internal gear reduction on the power turbine shaft so 3600 RPM was
> design output shaft speed. The nozzles worked but not nearly as good
> braking as a NTC 335 with a jake brake. Or anything with a jake for that
> matter. It helped a little running down hill, but we did have less brake
> life than conventional rigs. One interesting design feature was quite
> revolutionary for its time was an investment cast compressor turbine wheel
> made from a propriority ford alloy that was similar to Hast X. This was
the
> feature that was to make production costs more feasable, but provided many
> problems with tip clearance to the shroud/nozzle. This engine was
designed
> to run at 1900 degrees F turbine inlet temperature, which was very hot for
> its time of 1969 - 73. (gee I run my turbos almost that hot these days)
> The programs demise can be attributed to tip clearance issues, and ceramic
> regenerator core failures that were eventually traced back to a process
> change the supplier implemented without telling Ford. (sound famaliar?)
I
> have always wanted to do a turbine vehicle, but never had the guts to do
it.
> Besides the altitude density thing gets to the rotor motor too. In Denver
> on a 100 degree day, we were down 25% in power. No charge air cooling for
> these babys.
> OK guys anything further I'll take off line. Unless I hear differently.
>
> BTW the ceramic regenerator core material and manufacturing process
> eventually became a catalyst core producer. We believe it is the came
> honeycomb shape. Our core was 3" thick and 36" in diameter with a solid
> ceramic hub and an iron ring gear bonded on the outside diameter for
driving
> at 15 rpm. Hard to imagine without a model or photos of the engine. If
> anyone is interested I have photos.
>
> Rick
>
> [demime 0.97c removed an attachment of type image/jpeg which had a name of
TURBINE MAGAZINE COVER.jpg]
>
> [demime 0.97c removed an attachment of type image/jpeg which had a name of
Turbine Truck 2.jpg]
>
> ///
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