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Jason@JacFab · 12-06-2017, 12:08 PM

Not that I'm going to do it... But I have been thinking about it. I have a brand new TVS1320 that's been sitting on the shelf for a few years looking for a home... The thought has cross my mind to stick it on the intake side of the LTG...

Food for thought, the Volvo S60 is now a 2.0 that is twin charged (both supercharger, and turbocharger), putting out 362hp and 347tq...

Now there are a couple ways a guy could go about twin charging, a compound boost setup, or you can run them independent of each other with some creativity. I'll talk about compound boost first.

So when compound boosting, you're feeding the turbocharger boost directly into the supercharger. From what I've found, this essentially multiplies your boost from the TC (turbocharger) and the SC (supercharger). There is a formula based on the pressure ratios you can use to figure out the final boost number, but I won't get into that, instead I will post this handy chart...

So in theory, you can run both the SC and the TC in their maximum efficiency zones without running either one by itself so hard its into an inefficient range to get a big boost number. So for example, looking at the chart above, you can run the SC at 8psi max, and the TC at 8 psi max, and the final number will be 20.35 psi (around stock), while creating less heat from either the SC or TC, and probably way less than just a stock TC trying to push 20+ psi

Then, running them independently (non-compound), there is generally a diverter valve/flap of some kind that will switch the boost input to the engine from the SC to the TC. You run that SC at low rpm to get instant boost, power and TQ, and when it runs out of steam, the valve will switch the air tract so that the TC boost takes over for that top end power.

MY thought on this, to keep that simple, assuming it would work would be this... Most new age superchargers have a bypass valve that opens while an engine is idling... Assuming you plumb the TC right into the inlet of the SC, my thought is that when you want the TC to take over, have the bypass valve open to bypass the SC rotors and straight into the intake... This should relieve most of the compound boost effect easily, without all the extra BS.

Either way, in theory, you're getting instant boost off the line on low rpms with the supercharger where you would normally experience the turbo lag, and you get the top end pull of that turbo, while not running either the TC or the SC past it's point of max (or at least good) efficiency.

Thoughts?

12-06-2017, 12:08 PM	#1
Jason@JacFab Drives: 2016 1LT RS Camaro; 72 Chevelle Join Date: Apr 2008 Location: Central Point, OR Posts: 5,685	Let's talk about TWIN CHARGING! Not that I'm going to do it... But I have been thinking about it. I have a brand new TVS1320 that's been sitting on the shelf for a few years looking for a home... The thought has cross my mind to stick it on the intake side of the LTG... Food for thought, the Volvo S60 is now a 2.0 that is twin charged (both supercharger, and turbocharger), putting out 362hp and 347tq... Now there are a couple ways a guy could go about twin charging, a compound boost setup, or you can run them independent of each other with some creativity. I'll talk about compound boost first. So when compound boosting, you're feeding the turbocharger boost directly into the supercharger. From what I've found, this essentially multiplies your boost from the TC (turbocharger) and the SC (supercharger). There is a formula based on the pressure ratios you can use to figure out the final boost number, but I won't get into that, instead I will post this handy chart... So in theory, you can run both the SC and the TC in their maximum efficiency zones without running either one by itself so hard its into an inefficient range to get a big boost number. So for example, looking at the chart above, you can run the SC at 8psi max, and the TC at 8 psi max, and the final number will be 20.35 psi (around stock), while creating less heat from either the SC or TC, and probably way less than just a stock TC trying to push 20+ psi Then, running them independently (non-compound), there is generally a diverter valve/flap of some kind that will switch the boost input to the engine from the SC to the TC. You run that SC at low rpm to get instant boost, power and TQ, and when it runs out of steam, the valve will switch the air tract so that the TC boost takes over for that top end power. MY thought on this, to keep that simple, assuming it would work would be this... Most new age superchargers have a bypass valve that opens while an engine is idling... Assuming you plumb the TC right into the inlet of the SC, my thought is that when you want the TC to take over, have the bypass valve open to bypass the SC rotors and straight into the intake... This should relieve most of the compound boost effect easily, without all the extra BS. Either way, in theory, you're getting instant boost off the line on low rpms with the supercharger where you would normally experience the turbo lag, and you get the top end pull of that turbo, while not running either the TC or the SC past it's point of max (or at least good) efficiency. Thoughts?