Turbine-electric Jag accelerates like a jet

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SUMMARY

The Jaguar C-X75, a turbine-electric supercar, achieves a top speed of 205 mph and accelerates from 0 to 62 mph in 3.4 seconds, utilizing four 195 bhp electric motors for a total output of 778 bhp and 1,180 lb-ft of torque. It incorporates two micro gas-turbines developed in partnership with Bladon Jets, which operate at 80,000 rpm and extend the vehicle's range to 560 miles while emitting only 28 grams of CO2 per kilometer. This innovative design combines high-efficiency gas turbines with electric drive, addressing previous inefficiencies seen in turbine-powered vehicles.

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  • Understanding of turbine technology, specifically micro gas-turbines
  • Familiarity with electric motor performance metrics
  • Knowledge of automotive acceleration and speed benchmarks
  • Awareness of emissions standards and environmental impact of vehicles
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  • Research advancements in micro gas-turbine technology from Bladon Jets
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  • #31
Some references to Dimofte's work here:

http://www.grc.nasa.gov/WWW/RT/RT1996/5000/5340d.htm
 
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  • #32
Danger said:
Now that I've had a chance to read the links as well as just the thread, a couple of questions come to mind.
First off, I don't quite get what the exhaust vectoring is about. As far as that goes, I don't even know exactly what they mean about the CF rear diffuser. I'm pretty sure that it would be crystal clear with an illustration or two, but I'm not getting much from the text. I know that the latter has to do with undercarriage aerodynamics, and assume that they are using the venturi effect for downforce, but it is a little vague.
Secondly, is that a pencil shown in front of the turbine engine as a scale indicator? If so, I'm astounded to an extent that almost requires a change of trousers.

I love that car!

It's one of the features that helps feed air to the turbines.
 
  • #33
Thanks, Husker.
 
  • #34
minger said:
There is a couple of papers out there that describe them; they should be by a guy named Dimofte (sp?). From what I understand, the unique profile on the journal produces a self-stabilizing hydrodynamic force.

They are still in testing phase, but could potentially be a huge improvement over buffer-supplied air bearings that are in use right now.

Air bearings that do not require buffer air (any gas) are technically called self-acting, hydrodynamic or aerodynamic and there are a multitude of mechanisms that are used to stabilise them. Waves or lobed air/gas bearings have been used for many years starting with the circulating pumps in nuclear power plants in the 1960s. Other mechanisms to stabilise them are steps or spiral grooves (do a search for spiral groove air bearings) sometimes called herringbone grooves in journal bearings. Smiths Industries and Ferrantis had many thousands of this latter type in gyroscopes in the 60s, 70s and 80s. As with many technologies changing the name slightly allows an application for research funding!
All these self-acting air bearing designs with a rigid surface have significant advantages over the foil type air bearing due to their better control of radial and axial position; and this is why one is seeing more and more applications using air/gas bearings.