(Negative Pressure Supercharging)

# Doubles torque from idle to midrange
# Violent acceleration of a race engine
# Dead smooth idle of a family car engine
# Massive towing power of a truck engine
# Improves fuel economy and emissions
# 1/3 the price of conventional supercharging


Edit:
...What is Negative Supercharging?
Negative Supercharging is a highly advanced and complex thermodynamic process which:

Uses the powerful negative pressure produced during combustion to supercharge the engine
Is produced by the Impulse Tri-Y Header/Collector
Is controlled by the 8 Key Combination of the Impulse Camshaft and Cylinder Head
Is enhanced by Hot Air Induction and Cold Water Temperature, and
Works beyond the most advanced computational fluid dynamic (CFD) programs in the world

Negative Supercharging DOES NOT use:

An auxiliary air pump
Any type of blower device
Nitrous Oxide
Complex components...

...Alexander Chabry is a self taught engineer with over 14 years of experience in the design, development, production and marketing of a new product. Over this period he has persevered against all odds to develop the highly advanced fluid dynamics of the Negative Supercharging technology where others would have given up a long time ago because of its complexity and radical nature. His passion to succeed has encouraged him to learn anything he values important and is the same ambition for mechanical excellence in our new products. He is a brilliant engineer who takes pride in his work and is the driving force behind the success of making the Negative Supercharging technology a commercial reality...


...To control the Negative Supercharging process, it requires:

A. Using the Impulse Valve Timing which features earlier opening and closing of the valves, less exhaust duration, less exhaust valve lift and less overlap duration in 8 key areas of the camshaft and cylinder head. For example,

1) Intake Valve Closes 10° Earlier
2) Exhaust Valve Closes 12° Earlier
3) Exhaust Valve Opens 8° Later
4) Exhaust Valve Lift .150" Lower
5) Exhaust Duration 8° Less
6) Exhaust Gas Speed 70% Faster
7) Overlap Duration 10° Less
8) Overlap Flow Critical

How Thermocharger Works:
The Impulse Thermocharger is a highly advanced air cleaner housing which, 1) is thermostatically controlled to maintain a hot air induction temperature during all weather conditions, 2) works in the same manner as a conventional air conditioning system, 3) is set to operate at a specific hot air induction temperature at all times, 4) is able to supply the engine with a high volume of hot and cold air during full throttle, 5) produces more power and fuel economy using hot air induction than cold air induction and 6) MUST be used with Negative Supercharging.

The Thermocharger draws hot air from around the exhaust manifold and into the housing through the wings and cold air through the perforated screens at the top of the housing. While the engine is running, the air induction temperature is regulated by the temperature sensor which controls the temperature of the air by allowing only hot or cold air to enter the housing at any one time in order to maintain the set temperature.

When the air induction temperature becomes too hot the sensor tells the vacuum solenoid to close off the vacuum to the vacuum actuators (diaphragms). This releases the arm of the vacuum actuators which opens the doors to allow only cold air to enter the housing through the perforated screens. At the same time the doors close off the hot air being drawn into the housing through the wings.

When the air induction temperature becomes too cold the sensor tells the vacuum solenoid to supply a vacuum to the vacuum actuators (diaphragms). This contracts the arm of the vacuum actuators which closes the doors to allow only hot air to enter the housing through the wings. At the same time the doors close off the cold air being drawn into the housing through the perforated screens.

The Thermocharger is a unique thermostatically controlled hi-performance hot air induction system never before used on conventional engines and is so advanced it makes the cold air induction system of today's computerised cars look low-tech. For example, new cars use a very simple cold air induction system which, 1) is not thermostatically controlled like an air conditioning system, 2) draws only a small volume of hot air for a brief period to help the engine reach its operating temperature more quickly from a cold start, 3) does not draw hot air after the engine has reached its operating temperature and 4) is not able to supply a hi-volume of hot air during full throttle...


Read more...

http://impulsengine.com/

 

Thermocharger, sounds like a modified Thermac valve from carbed air filter housings.

 

Sounds like something that feeds the engine hot air;

LOTS of hot air.

Where did you get that hot air?

 

What can I say

It seams very odd to me too. Why would anyone want hi volumes of hot air at full throttle???

A true cold air system is the best, right? I should know. Any rip or separation in my TCA system and the drop in performance is very noticeable as the engine suck in that nasty under hood air.

 

if you get pissed when people say stupid things about cars.....

... dont read this site: http://www.halfbakery.com/idea/Hydroturbo

everything from "all new cars run massivly rich" to voliations of basic physics happens there...




there are alot of crackpots out there that have a basic concept or understanding of somthing, but they go off on a tanget and ignore other parts of reality...... esp in the area of "supercharging" a motor...

 

Man, I feel dumber from reading some of the ideas from the link above.

 

An investigation of the boil off temps of the low end aromatics of gas will explain the *whys* of some of his ideas working.

In the days of carbs, cold was always better. Which in large part was due to the limited air flow of the heads, and intakes. Now with EFI the manifold really doesn't have to carry the fuel so there is more room for the air.
Gas needs to be made combustible. Vaporaization is a great way to do that so changing the proportion of atomization to vaporization, can be a good thing, the hotter air is heating the fuel some.
It's hard to make sense of a complex issue in just a few paragraphs, but I can say, when MAT temps go over 130 the calibration for the MAT temp, takes a big jump, and you can feel it as the engine warms up, that the motor feels stronger. Coincidently the low end boiling point is about 130dF, I find that more then just slightly interesting.

 

Holy crap those ideas are so worthless. A few might have merit, but they overlook so many key ideas. I'd have to say that the Electromagnetic Supercharging is the stupidest thing I've ever heard of, wow my head hurts. Of course there's always this:
http://www.coatesengine.com/

 

Tony,

This is really great potential stuff. I remember as a freshman in 1991 I though about ways to reduce the resistance of valvetrain components.... I think it was Puegot F1 that had nitrogen charged valves, with some sort of resivoir....

I thought about using sychro'ed cranks to close vales, and using geometry to the seal rather than springs, and seats. I see now how primative that was. I was confused by all the geomtry and focused on Exams. I never gave it another thought.

I'm glad someone did. semi-spherical is great. Now doubt trying solve concerns about compent wear did the idea of a self-adjusting wheelbearing spring/nut come into focus.

I wish these guys luck because I can't find any fault with what they have.

 

Yeah the Coates stuff is really promising, DOHC is definitely inadequate in many aspects. Formula One teams use air valves that remain at constant pressure via remote resevoir, pretty cool stuff, lets them rev to insane levels.

 

Man, I contacted those guys like 2 or 3 years ago when I first heard about the SRV system. If those heads work as well as they claim, you can sign me up for a set! I wonder how long before they have a system for SBC's?

 

Neat-o

 

Come to think of it, I wonder what the RPM limitations of the SRV design are. I'd imagine you could spin these as high as your chains/bottom end can handle. But with the power claims that they're making, it really doesn't seem necessary. The crappy thing is that with the way things are going now, it'll probably be the crazy europeans or japanese that ****** the technology up (on the OEM side) before the Big 3 get it

 

Yep it should make RPMs almost unlimited with no chance of valve float. add that new crank shaft design that keeps the rods only moving straight up n down. bikes will turn 30,000rpm while 14-16,000rpm is normal for cars.

 

Actually, spinning that high puts a TON of stress on the rotating assembly. At 18,000 RPM the piston in a F1 engine accellerates at over 9000g's, the tensile force in the rods for the top of the exhaust stroke is insane. I don't really think revving that high is necessary on a street car, but I'm sure the F1 guys could figure out something to do with it. I'd like to see something like a bigass camless 427 putting down like 1000 streetable N/A horsepower or something, that'd really open some eyes! mmmmmm...SRV....

 

Here's my reply from the Coates Engine:

So I guess we wont be seeing any advancement of that technology in areas that would appeal to us for another few years....