Surely it needs a variable switch-over. There needs to be two pressure switches (to determine the output pressure of the S/C and the turbo) and the valve simply directs the flow from the one making the most pressure

It could also be rev-related, so that cruising at 5,000rpm on zero boost doesn't try to kick the supercharger back in

By the very nature of how the superchargers are installed they will always be active. The turbo will be what switches between routes of resistance.

I thought the main benefit of duel charging was to allow the running of a much larger turbo?

I used to work on 2 stroke Detroit Diesels and they ran massive turbos with a screw blower. Huge ammounts of power available at any RPM

Not quite Steve, Superchargers are clutch operated according to vaccuum pressure so the blower is disengaged from the pulley when cruising under normal conditions.

The supercharger won't have to run much boost to help initiate the turbo response earlier due to the increased EGTs. Of course you need to manage the turbo pressure to prevent surge at low rpms so the effective switch point will need to meet all these criteria as well as considering best performance.

All you need is a throttle body and a central locking solenoid for the switch over forget all this pressure switching rubbish it’s too unreliable and over complex. You don't need a clutch on the S/C that’s an optional extra

A clutch is an optional extra only if fuel economy is an optional extra!

Flea, how would you set this up?

if you where running a T28 hybird with a min cooper supercharger?

the eaton mini super charger is too short as you can see there has been a mod to extend the pully and shaft

your be better off buying a eaton m90 as its longer

http://cgi.ebay.co.uk/New-Eaton-m90-supe...=item45f15349c2

iv heard good thing about these chargers

http://www.vortechsuperchargers.com/category_browser.php?level=1&ln=SUPERCHARGER

I was talking without a clutch, with the switch operating the butterfly to allow the turbo to free flow



An M90 is a huge charger, wants the point in buying a charger because it will fit easier. Buy one that suits the application.

Marco you don't need to twin charge a hybrid as barmybob says in a performance appliction twin charging is best suited to overcome a larger turbos lag, how you chose to do it is up to you.

ture, i know you need a big turbo, but i was thinking just trying out the set up on my hybrid!

im thinking it would give me a nice kick off the line upto turbo and increase spool up and reduce lag!

instead of starting with a huge turbo and using the charger to reduce lag i want to see if i can make the best set up with waht i have with out ogoing overkill on funding..

(a cheaper way for now)

or do what you have done steve and strap Nos to my car

Not strictly true
[IMG]http://i170.photobucket.com/albums/u258/claymore2k/engine2.jpg[/IMG]

any update from this project?

Any news on this ??

Another 2 years have passed so a bit of a thread revival.

I was interested to see this, then wished I hadn`t as i`m determined not to be influenced by other installations.
The system I have designed operates in a slightly different way although the thinking is similar.

If the blower is run off the crank I would say a clutch is very useful and I looked at the air-con compressor with butchery in mind.
I ruled out mounting the blower where this thread has it sited for several reasons.
Potentially a twin charge system allows use of a high output turbo while maintaining excellent throttle response.
My engine at 340 bhp does not need twin charging, but at 450bhp and up this would be very useful and could mean less stress on the gearbox as power delivery remains progressive?