No idea. But in the case of a semi truck, where engines don’t spin up much more than 2000RPMs, I think turbo lag is a moot point. This is more about fuel efficiency than anything else.
The fascinating thing about it is that a compound-turbo engine is the halfway step before going to a turbine engine. The boys at detroit diesel figured out that adding a compound turbo after the regular turbo increases the effectiveness of the new pollution control equipment required by the new stricter pollution regs.
I can’t wait to see what they come up with in the next 20 years.
The boys at detroit diesel figured out that adding a compound turbo after the regular turbo increases the effectiveness of the new pollution control equipment required by the new stricter pollution regs.
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You could say that but the way I read it this isn’t your typical compound turbo app where you’ve got turbo’s in “series” with the 2nd getting the last bit of power and engine heat and blowing into the intake ,, in this case the second turbo seems to be connected to a hydraulic pump/motor that drives the tranny output shaft .. the same way a/c compressors are remote mounted and hydraulically driven on many busses and the compressor side of the turbo is not mentioned in the article... it could go to the intake or it could go to waste ... the only thing for sure is that exhaust back pressure is greatly increased as EGR recirc is off the charts.
I have always wondered what happened to turbine auto engines. In the late 50’s Chrysler built 50 Turbine powered cars and put them on the road. Also Truck engines were built, not to mention Granitellie’s Indy cars. No auto since that I know of.
barbra ann