i think the supercharger would be a bottleneck.. mybe allow a few psi fo air over what the pulley size is.. like. 6psi pulley. you may make 8 or 9.

now if you could somehow. well easily get the bypass valve to open up right as the turbo spools.. the supercharger will be freespinning and not adding heat. and the turbo's air will just go right around it. the only problemw with that is the bypass valve is 1 7/8in. i think or somewhere around there.

good idea.. but it will take some custom work.. i say the bypass valve is the problem

 

I think you guys are missing the key obstacle of this twin-charge setup...that is, this guy is twin-charging a positive displacement supercharger and hooking it up in series. And Jackson Racing Supercharger is a positive displacement supercharger...

The air chamber in the free air side of the supercharger is isolated from the compressed side of the supercharger. Hence the term, Positive Displacement Supercharger. So no matter how much boost your turbo ram to the supercharger, the extra turbo boost does almost next to nothing.

The low-end boost from the s/c may spool the turbo in a heart beat, but the boost from the turbo will all be restricted or blocked off by the supercharger rotor fins because the air chambers are isolated.

If you have a dual throttle-body setup, with the turbo charge side feeding air after the s/c rotor, then it will work. But hooking it up in series in a single throttle-body setup will never work.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by green_GSR &raquo;</TD></TR><TR><TD CLASS="quote">I think you guys are missing the key obstacle of this twin-charge setup...that is, this guy is twin-charging a positive displacement supercharger and hooking it up in series. And Jackson Racing Supercharger is a positive displacement supercharger...

The air chamber in the free air side of the supercharger is isolated from the compressed side of the supercharger. Hence the term, Positive Displacement Supercharger. So no matter how much boost your turbo ram to the supercharger, the extra turbo boost does almost next to nothing.

The low-end boost from the s/c may spool the turbo in a heart beat, but the boost from the turbo will all be restricted or blocked off by the supercharger rotor fins because the air chambers are isolated.

If you have a dual throttle-body setup, with the turbo charge side feeding air after the s/c rotor, then it will work. But hooking it up in series in a single throttle-body setup will never work.
</TD></TR></TABLE>


I agree! If you guys remember correctly, the Mr2 Supercharger worked off a electronic clutch like an air conditioner compressor and the throttle body was after the compressor outlet. It was not like the Honda's S/C where the S/C mounts directly to the head. If infact, this guy did a Vortech S/C and a turbo, where the "boost" goes through some sort of "Y" pipe, then I can see this working effectively. He can use the S/C to compensate for lag.....................I don't know. It's just a logical thought.

 

Yea i think we need to figure something out to route the turbo boost around the SC..
Its going on the dyno here in a few hours, we'll see what happens

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ScreaminTeg &raquo;</TD></TR><TR><TD CLASS="quote">

How does this work with the supercharger and turbo ? Do you add the pressure because they are different types of blower setups ?

Cuz, if you have a twin turbo [enter vehicle name here] and each turbo it gated at 7 psi. 7+7 does not = 14. It will still only push 7 psi of air. But with 2 there is more CFM being pushed.

Just a question.</TD></TR></TABLE>

because one turbo doesnt feed into the other.....on twin turbo cars both oulets end up and the manifold...

on this the turbo will compress air into the supercharger then the supercharger will then compress that air even more...

understand

 

some people may me talking crap...

im not trying to im trying to help you out with more info...

let us know how it goes... as far as routing the turbo boost aroudn the SC....isnt that defeating the purpose of having it...

dont worry about that... tune it like your runing either turbo or blower for 11psi or whatever the total is

 

I just asked my Thermo/Fluids prof and all he could say is "It would depend on the limitations of the hardware being used." hah

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by pornstarSR &raquo;</TD></TR><TR><TD CLASS="quote">

because one turbo doesnt feed into the other.....on twin turbo cars both oulets end up and the manifold...

on this the turbo will compress air into the supercharger then the supercharger will then compress that air even more...

understand</TD></TR></TABLE>


Roger that.

 

just got everything setup on it, and pulled it onto the dyno so.....
It had some oil leaks and we put the 450's in and heatwrapped evrything.

 

lets see them # when ya get them...

 

For this particular application, the pressures will be additive, but not in linear fashion. The higher manifold pressures involved would increase leakage past the blower's rotor tips, so an expected 6psi would likely be no more than 3-4psi above what the turbo puts out, but more limiting will be that fact that no charge cooling takes place before it enter the engine.

If the blower were somehow redesigned to pressurize the turbo, the engine would be able to take advantage of the higher boost and intercooling that a straight turbo application would enjoy, as well as the instant hit of the blower. Six feet of tubing is nothing for the boost profile of the blower so being upstream of the turbo would not present a big problem. A bypass valve can be servo controlled to open once above a certain boost/rpm combination from where the turbo would take over. The blower freewheels at that point, and would consume little power since it's not compressing air, only moving it around.

This is an intersesting project, if not at least for the learning experience. Good Luck!!!

 

ok little update.
We got in a couple of runs on the dyno.
We had the WG opening off of the complete combined boost at the SC manifold. It has a 7 psi spring and the SC makes 6-7 Psi on its on, so tonight it was all SC and no boost from the turbo, the WG was opening straight off what the SC made boost wise.
IT made 160 ft. lbs and 160 HP and this was at like 4-5k
IT is running so rich its not even funny.
after like 4k the A/F dropped off the graph which stops at 10:1
so after a couple of runs of trying to make power like that we moved the boost source for the WG back to the Turbo itself and it made like .9 bar so like 12-13 psi
and leaned out real quick. Made like 165hp at 4300 or so before we backed out of it
Tomorrow morning we are going to put a 9-11lbs spring in the WG and move the WG source back to the SC MAP source

 

i guess ive been hiding in a hole...never seen that done before, cant wait to see some plots