Engine Builders talk.
07-09-2014, 11:04 PM
#1561
Agreed. I text a few of you which seems weird meeting people on the Internet. I drove up and met [MENTION=76903]fordmotorsport[/MENTION]s a few months ago and talked for hours and drank a few beers like we knew each other already. I don't really post anywhere else besides this thread. We definitely need a road trip when everyone's "done" building. I wouldn't have the pile of parts if it weren't for this thread and that's no lie. I also wouldn't have found the parts or attempted what I am.
07-09-2014, 11:09 PM
#1564
Senior Member
Thread Starter
Sort of. PV=nRT, temperature and pressure are directly related. "The supercharger is not a stagnant, solid piece that air has to travel around or through. Rather, the supercharger is simply doing what it does, and that's take air and essentially make it smaller. The supercharger will simply take the air that has been compressed by the turbochargers and further compress it as it travels into the engine. In fact, the turbochargers will basically help to improve the overall efficiency of the supercharger. Roots and screw-type superchargers experience a condition known as "back flow." Back flow refers to air that doesn't make it into the engine when it is compressed, and actually comes back up into the intake tract. This air is heated, and is the cause of the loud noise heard from positive displacement superchargers. When the turbos are added in conjunction with the supercharger, they help to keep the airflow directional, minimizing the amount and effect of the back flow. Also, it's important to remember that boost itself is actually a measure of restriction, so to speak. The number that we read as "boost" is positive manifold pressure, or the byproduct of the engine only being able to flow a certain amount of air through it at any given time. The air that is being forced into the engine will eventually overcome the amount of air that the engine can ingest during every revolution, and the resulting "back up" of air is positive manifold pressure, or boost. Therefore, by using the supercharger to create a higher level of pressure, it cannot be viewed as a restriction. " I see what you are saying, logically it seems the blower would restrict it and the enginge would only see what the supercharger is blowing. But every rotation of the rotors just lets mroe boost in from the turbos. It's super hard to tune and get boost pressure accurate with that setup though. Wastegates and BOV's have to be set accordingly. Although, you can mix and match it with the #'s of the charge to get optimal effects.
07-09-2014, 11:10 PM
#1565
Senior Member
He drove it stock for 10+ yrs I'm sure that will keep him happy for at least a month or two. Lol if anyone I think you'll get bored and want some boost.
07-09-2014, 11:12 PM
#1566
Senior Member
07-09-2014, 11:15 PM
#1567
The real world benefit of a compound boost setup is average power and driveability. With the compound setup, you can still have the instant boost and low-end grunt of a supercharger, but the addition of the turbochargers will allow for a much more efficient and powerful top-end. This is referred to as "power under the curve." The average amount of power that we are able to produce with the compound systems will provide better driveability while still producing hair-raising amounts of power. Here's a quick example of how to think about it:Let's say that we have a car that makes 1,000 hp peak, but only makes 500 - 1,000 hp for around 3,000 rpm. Now, we have another car that makes 900 hp peak, but makes 500-900 hp for 5,000 rpm. If we use a linear progression of power to calculate the average power through 5,000 RPM, the second car in question would have an average power output of about 700 hp through 5,000 rpm, whereas the first car mentioned would only have an average output of about 550 - 600 hp through 5,000 rpm. Using this equation, the first car in question has a higher peak power output, however the second car will most likely out-accelerate it due to the fact that it makes more average power over the same RPM range.
07-09-2014, 11:16 PM
#1568
Can't be any worse than mine. Grew up in the deep south. I also wonder what everyone looks like. Should get everyone to take a pic beside they're truck sometime. I'll go ahead and tell y'all I'm one ugly SOB. 5'11 & 230 lbs of corn fed country boy sporting the slick shaved head & a beard. But damn I look mean.
That pulley is in naples, so shipping shouldnt be much at all.
07-09-2014, 11:20 PM
#1569
I'm the baby of the group I think: 5'10" 155 and 21
07-09-2014, 11:20 PM
#1570
Senior Member
But only spinning the blower at 8-10 how does the 22 get through? Just don't understand it I guess. It almost seams like it would be better to have the turbos bypass the blower the blower would provide the low end power and when that maxes out the turbos would take over.
I know it's been done just don't understand it. What kinda truck you have? Lifted? Tire size?
Wayne
I know it's been done just don't understand it. What kinda truck you have? Lifted? Tire size?
Wayne