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Active Links The Fastest Streams Updated Daily No Cams And we love you too. MrAnthony My ace in the hole finally shows up. No reason not to, especially since everyone else has a fair shot and everyone should know when the Tuesday Trivia gif. USA Gymnastics is the national governing body for the sport of gymnastics in the Unit. Talk to us Here at grafene we are dedicated to providing an excellent service and unique experience. To insure we do this we rely heavily on your feedback. The Frankfurt Motor Show has latterly become a look how clever I am contest between the technically more responsible members of the German motor industry. Volkswagen, today one of the foremost among Germanys interesting and often ingenious car makers, launched its bid for the technical prize 1. Golf Syncro 4. WD and something unexpected, an intriguing new way of supercharging. VW is undeniably very bright as carmakers go, yet as a marque it is noticeable for not having a single turbocharged petrol car in its range. For its performance cars it has, since venturing into the hot car class with the Golf GTI, always done the job the classic way with fitting a big enough, powerful enough, healthily breathing, normally aspirated engine. That philosophy has been steadfastly followed, even in the latest GolfScirocco GTI 1. V where the performance was increased with a ported, free flowing, better breathing head. For the performance variant, exhaust driven turbocharging has taken over in so many other cases, not least at Audi with the brilliant quattro. There is so much to be said for the turbo, especially if the engine to be boosted is of 1. But turbos have some disadvantages, some of which become more significant on road cars, particularly with small engines. In nearly every turbo, lag and the lack of bottom end power spoil response and enforce or encourage wasteful down changing, or driving in one gear too low. For the engineer, there are the considerable problems of extra under bonnet heat, more expensive manifolding, a more space consuming engine, turbo controls, and extra weight. Turbo engines are not efficient at low speeds, because the full effective compression ratio is not realised. Remember that turbocharging is just another way of supercharging, or forcing induction. There are earlier methods which are well known, and which usually get labelled as supercharging when today they ought to be called direct driven superchargers. Talking of mechanical supercharging is not strictly logical, as exhaust driven turbines are no less mechanical than gear trains or belts. The Roots type of direct drive blower, originating before the war and used extensively today in drag racing, has two paddle like rotors that revolve closely meshing inside a casing. Another type, the vane supercharger,  uses radial vanes on a drum turning inside an eccentric casing, the vanes retracting or extending into or out of the drum to allow movement, and create a rotary piston effect. There was a host of other types of compressors, but these two predominated. They worked, but they had their drawbacks. Both could be noisy aerodynamically, because of the sharp changes of volume, and sometimes mechanically as well. The Roots types efficiency fell off as speed mounted, because of the necessary gap between the rotors themselves and the casing, although mechanically it has less excuse to be unreliable. The mechanical side of the vane type was usually its downfall, depending on the lubrication which, if too frugal, affected compressor sealing and, if too liberal, could mean oil in the inlet air, and other mechanical problems. As a general rule, the engine power needed to drive superchargers could become self defeating. The strength of the turbo is that although it takes engine power to drive it via the energy of the exhaust gases, it compensates to some extent in the low friction of its rotor bearing, and in the more ideal cases, with a degree of recovery of the exhaust gas heat energy. It is a combination of the traditional failings of turbos and their particular drawbacks with smaller engines, allied to Volkswagens very understandable preference for a wide torque engine, that prompted it to persist with direct drive blowers. VW worked with both Roots and vane blowers, confirming their good and bad points, which inspired a further look at something which could be as mechanically reliable as a Roots, and effective in pumping as a vane. VW found it in an old idea the spiral blower. A Frenchman, Leon Creux of Paris, patented the principle in 1. He primarily saw his spiral engine as just that, an engine, driven by an external source of pressurised fluid such as steam. Here the word engine was used in its original sense, for any moving mechanism. Creuxs idea doesnt seem to have gone anywhere beyond his original patent, probably because of the difficulty of making some of the parts at the time. Mala In Cuba Rar. It is significant that of the five new patents applied for by VW, one concerns the high speed milling machine developed to finish the spirals. VW is not the only one to examine the spiral blower. Hitachi of Japan has a spiral type air conditioning compressor, and others have proposed something similar. But it is Volkswagen who have first applied the idea to a car. And they have done so very thoroughly. Heres how it works. Imagine a round cake tin. Cut part of the tins side so that it can be pulled away from the round to form a tangential opening into the inside. Cut a strip of, say, aluminium sheet, wide enough to just fit inside the cake tin, and long enough to be wound into 1 turns of a spiral, which you can then fix into the bottom of the tin. Find a sheet of Perspex, and cut a disk out of it big enough to cover the cake tin like a lid. Cut a small hole in the centre. Make another slightly smaller spiral, which can be placed inside the cake tins spiral, and fix it by one side to the Perspex lid. Now put the Perspex disk on the open side of the cake tin, so that the one spiral fits inside the other, and the disk rests on the tin, covering the open side and sealing the edge. Arrange the spirals so they just touch each other at their outer ends, and also about 9. To make this work as a mover of air, the lesser spiral of the Perspex disk the moving part has to be moved eccentrically without turning. Its the same movement as placing your open hand down on the table, and moving your hand in a small circle. Your hand moves in a circle, but it doesnt rotate. This causes the two points of contact between the two spirals, and the air space between them, to move around the fixed spiral the cake tin one. When the air enclosed is moved to the centre, it is forced out of the hole, having passed from the outer opening to the middle. VW makes this weird sounding contraption into smooth reality by using precision die castings, aluminium alloy for the fixed portion and magnesium alloy for the moving spiral, and multiplying by a factor of four.