Clean And Beautiful Ferrari 348ts--great Deal on 2040-cars

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Ferrari patents a fancy and fascinating electric turbocharger

While turbocharging has improved vastly over the years, and it has enabled cars to become both more powerful and more efficient, there's always room for improvement. Turbochargers scavenge exhaust gas pressure and use it to turn a compressor that forces intake air into the cylinders. However, as the patent points out, this means the intake compressor and the exhaust turbine are physically coupled, and have to spin at the same rate. Ferrari's design divorces the two, and it's a happy breakup. The key is hooking up the two components of the turbo to their own individual electric motors, with an energy storage device in between. It's different than the electric supercharger systems you have seen on certain Audi products, for example. Those systems recover energy like a hybrid, store it, and then use it to drive an intake compressor. It supplements conventional turbochargers that harvest energy from the exhaust. In systems like Audi's, the electric supercharger is supplementing the sequential conventional turbochargers when they're not operating efficiently, at very low RPM in particular. It works well, but it's complicated, and it is a workaround for the limitations of a conventional turbocharger. See below for an animation of the Audi system. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. Usually, optimizing a turbo is a compromise between figuring out what RPM is ideal for each side to spin at to generate power. A smaller compressor generates boost more quickly, but loses efficiency at higher RPM. But there's way more energy in high-RPM exhaust gasses. By hooking up the turbine to an electric motor instead, you can harvest energy from the exhaust throughout the rev range, and particularly when the engine is pushing lots of gasses through. And you can store that energy in a battery if it's not needed at that moment. The intake-side compressor also has a reversible electric motor attached. It is not physically connected to the turbine, so it can operate at any time the computers decide it's beneficial. As engine RPM increases, the compressor doesn't have to increase its speed beyond its optimal range, so there's less energy wasted. And at low RPM situations, when a conventional turbocharger wouldn't have enough exhaust gas passing through its turbine side to generate useful boost in the compressor side, the electric motor can spin up Ferrari's divorced compressor to provide some boost.

Spy shooter confessional | Autoblog Podcast #554

On this week's Autoblog Podcast, Editor-in-Chief Greg Migliore and Green Editor John Snyder talk to SpiedBilde spy photographer Brian Williams about just how he manages to get the shots of those camouflaged prototypes. Then, our editors discuss driving the Dodge Challenger Hellcat Redeye Widebody. They also chat about a couple of news items, including the official reveal of the Audi E-Tron Quattro, as well as the latest happenings at Ferrari — like the beautiful Monza SP1 and SP2.Autoblog Podcast #554 Get The Podcast iTunes – Subscribe to the Autoblog Podcast in iTunes RSS – Add the Autoblog Podcast feed to your RSS aggregator MP3 – Download the MP3 directly Rundown Chatting with spy photographer Brian Williams of SpiedBilde Driving the 2019 Dodge Challenger SRT Hellcat Redeye Widebody Audi E-Tron Quattro Ferrari Monza SP1 and SP2, and other Ferrari news Feedback Email – Podcast@Autoblog.com Review the show on iTunes Related Video:

This Ferrari Superamerica Aerodinamico can be yours for $3 million

Introduced at the 1959 Turin Motor Show, the 400 Superamerica represented the finest and fastest grand tourer Ferrari had ever made. The Colombo-designed 3.0-liter V12 engine from the 250 GT was bored out to 4.0 liters, the drum brakes from the previous 410 Superamerica were replaced by disc brakes at all four corners, and the four-speed manual fitted with overdrive. The original convertible was followed by a svelte Aerodinamico coupe at the same show a year later, which was in turn succeeded by the longer version you see here. This was the first such long-wheelbase model Ferrari built, and was displayed at both the Earls Court Motor Show and Chicago Auto Show in 1962. It was one of only 18 made, of which 14 featured the highly desirable covered headlights. Chassis number 3931 SA was done up in silver with a black interior, has traded hands over the years between owners in the United States, Japan, and Europe. It is now consigned to RM Sotheby's for its upcoming sale in Paris on February 3, where the auction house expects it to as much as $3.6 million. The same auctioneers sold another such long-wheelbase Superamerica Aerodinamico for $2.86 million in Texas this past May, where it also sold a short-wheelbase convertible for a record $7.6 million. Sports Car Market also records that Gooding & Company sold an earlier short-wheelbase coupe for over $4 million in Scottsdale last January. Paris 3 February 2016 1962 Ferrari 400 Superamerica LWB Coupe Aerodinamico by Pininfarina - Chassis no. 3931 SA - Engine no. 3931 340 bhp, 3,967 cc SOHC V-12 engine with three Weber 40 DCZ 6 carburettors, four-speed manual transmission with overdrive, independent front suspension with unequal-length A-arms and coil springs, live rear axle with semi-elliptical leaf springs and parallel trailing arms, and four-wheel hydraulic disc brakes. Wheelbase: 2,600 mm - 1962 Earls Court and Chicago Motor Show car - The first of only 18 second-series long-wheelbase examples - Previously of the renowned Yoshiho Matsuda Collection - Beautifully presented in its original colour combination of Grigio Argento over Nero - Matching-numbers example; a grand touring Ferrari par excellence THE 400 SUPERAMERICA AERODINAMICO By the 1950s, Ferrari had established itself not only as a world-class manufacturer of sports racing cars but also as a manufacturer of the world's best grand touring cars for the road.