supercharged turbo

[The Pope]

Quote:

Originally Posted by SUPERVAN You don't need to. There are benefits to running it all the time.

You should run it all the time like he said. However clutching superchargers have been around for many years. Basically a AC clutch on a supercharger. Hooked up with a hobbs switch you could shut if off where ever and then it idles.

[turbo minivan]

so ive rigged up my "paxton STYLE" blower, mounted it (not plumbed) and got all the belts hooked up and it it pushes a GOOD amount of air just at idle!!
blow moderatly hard on your hand and thats about how much air it pushes at idle! problem is the way i have my bearings. theyre too close together so the shaft still wobbles a bit. ill fix that soon. anyway, just an update. from looking at how the set up acted just at idle, im thinking its gona produce MAD amounts of boost and realy need to be regulated! it will be interesting to see how it all acts with the super 60 set up im already using.

[cj011]

Pope, you have been helping me out alot lately. Thanks chris
I swear you must search every morning for my post to respond. Now off to the A/C clutch search day !!!!

[dodgedemon]

have seen cam gears on e-bay

[shelby1.5turbo]

Quote:

Originally Posted by cj011 any ideas of how to disengage the supercharger when the turbo spools?

Electromagnetic clutch assembly should disengage the S/C pulley, W\while on th \e topic of pulley smaller are more efficanent if you go larger you wil be losing horsepower since it will require mmore revs to turn a large pulley less to turn a small pulley.
fro example if you have a pull designed to run 1 to 1 (one revolution of the engine turns the pulley 1 time)
As opposed to a pulley designed to run at 2 to 1 (every 1 revolution of the crank turns the pulley 2 revolutions)

[SUPERVAN]

Quote:

Originally Posted by shelby1.5turbo Electromagnetic clutch assembly should disengage the S/C pulley, W\while on th \e topic of pulley smaller are more efficanent if you go larger you wil be losing horsepower since it will require mmore revs to turn a large pulley less to turn a small pulley. fro example if you have a pull designed to run 1 to 1 (one revolution of the engine turns the pulley 1 time) As opposed to a pulley designed to run at 2 to 1 (every 1 revolution of the crank turns the pulley 2 revolutions)

Actually you have it backwards, I know what your thinking. A smaller pully makes more power because it moves more air, but your loosing efficiency by doing so. Just think of the SC pully as any ordinary accessory pully. If you were to put underdrive pullys on all your accessorys you would go bigger. The guys running twin charger setups I have seen go to bigger SC pullys because it is more efficient (less parasitic loss, not more power) and rely on the turbo for more/most of their power and just use a small amount of boost created from the SC to help spool a REALLY BIG efficient turbo. make sence?

[shelby1.5turbo]

I thing we both confused ourselves, ( well I am )I was refering to the crank pulley a smaller one on that. I mean look at top fuel drag cars the produce 4000-6000 horsepower but the loose horsepower with the pulley assembly I mean those things are usually bigger than a factory crank pulley. I also know were not talking about make a few thousand horsepower but certain teams run a smaller pulley to reduce the horsepower loss. It would be nice to make a 3000 horsepower mopar.

[The Pope]

Quote:

Originally Posted by shelby1.5turbo I thing we both confused ourselves, ( well I am )I was refering to the crank pulley a smaller one on that. I mean look at top fuel drag cars the produce 4000-6000 horsepower but the loose horsepower with the pulley assembly I mean those things are usually bigger than a factory crank pulley. I also know were not talking about make a few thousand horsepower but certain teams run a smaller pulley to reduce the horsepower loss. It would be nice to make a 3000 horsepower mopar.

fuelers make over 7,000 HP, it takes over 900 HP to turn the blower to 43 PSI of boost and the exhaust alone creates over 800 lbs of down force. They are not looking to make a few less HP, they are looking to get a few more HP to the ground. They don't run a smaller pulley because they want to save on power loss, they want to make less total power to hook. And that is only after clutch adjustment won't allow traction. NHRA keeps lowering the % of nitro they run to calm them down as the power level goes up. People that run 125 MPH in the length of the car and over 270 MPh in the 1/8 are not looking to save power in the pulleys

now people with centrifical blowers complain about pulley slip allot. That is an issue.

[SUPERVAN]

Quote:

Originally Posted by The Pope fuelers make over 7,000 HP, it takes over 900 HP to turn the blower to 43 PSI of boost and the exhaust alone creates over 800 lbs of down force. They are not looking to make a few less HP, they are looking to get a few more HP to the ground. They don't run a smaller pulley because they want to save on power loss, they want to make less total power to hook. And that is only after clutch adjustment won't allow traction. NHRA keeps lowering the % of nitro they run to calm them down as the power level goes up. People that run 125 MPH in the length of the car and over 270 MPh in the 1/8 are not looking to save power in the pulleys now people with centrifical blowers complain about pulley slip allot. That is an issue.

They are not looking to make a few less HP, they are looking to get a few more HP to the ground. They don't run a smaller pulley because they want to save on power loss, they want to make less total power to hook. <---ok this confuses me< Are you trying to say they are looking to reduce power in order to hook up?


People that run 125 MPH in the length of the car and over 270 MPh in the 1/8 are not looking to save power in the pulleys. <---I would have to absolutly aggree with you there, but in the order of twin charging a street driving car or the average joe track car for that mattter, the case of bigger pully is better doesn't quit work. I would say with a SC only car go with as big as you can get away with.

[cook]

With twincharging do you run the turbo into the supercharger for added top-end performance. Or do you run the blower into the turbo? Does it matter??

[SUPERVAN]

turbo into blower

[yarcli52]

Doesn't really matter if you're going to be disengaging the SC when the turbo spools. Does it?

[SUPERVAN]

The SC does not need to be disengaged when the turbo spools even though there are systems like Volkswagons 1.4 liter motor in Europe that do so. Actually there is advantages to running boost into a supercharger like compound pressures and the fact you can run an air-to-air IC after the turbo and a water to air under the SC.

[yarcli52]

But the VW 1.4L is pretty damn efficient making 174HP. They also run only one IC i believe. So my question is, why change something that has already been successfully factory produced?

[frostburner]

check out vws diagrams ( plenty online ) it should be blower going to turbo, very simple layout , also a supercharger ( roots style ) does not compress air internally which i believe hes using . so you cant compound inside of a roots blower.