[Atg]

The supercharger I'm using right now is a M122 off a mustang which will flow around 800cfm. Regardless of the supercharger you use, you still need to get it up to RPM to max out the CFM.

That's why Crazy Carl has the supercharger feed the Turbo then use a by pass valve once the Turbo lights. The Turbo will light alot faster and out flow the supercharger. Because you're engine cant max out the CFM of the supercharger at low RPMs.

Another issue with superchargers is rotor flex. However because I under spin my supercharger I don't see that being an issue.

I'd think you would run the SC as the hp compressor, sucking thru a big turbo. The Turbo will still light faster because the exhaust volume will be lots higher at low rpm from the SC boost.

The deal is each compressor has to
flow a multiple of the volume the next compressor is putting out. Let's say in your scenario the 221 operates at a PR of 2. The supercharger has to feed it twice as much volume as it puts out. The supercharger therefore has to be massive to hoover all that air plus the air it needs to satisfy its own PR. If it is 2 also, then the SC has to take in four times what the 221 puts out.

Now put a third compressor in front of the SC. If it also operates at PR 2, it should be sized to flow eight times the volume of the 221 output.

I guess it all just depends on how much pressure you can actually use. But it seems like the SC is going to be best suited to final stage compression unless it is huge.

 

[mystycal]

I have always been worried about SC blade warping from the boost from being fed by a Turbo, why I didnt want to go that route.

 

[Atg]

Aren't there different types? Paxton vs whatever? Surely they are not all equally susceptible to this warping thing.

 

[mystycal]

Aren't there different types? Paxton vs whatever? Surely they are not all equally susceptible to this warping thing.

Their all the basic design, but we won't know for sure until steed has his running with this triple setup

 

[steed]

I have always been worried about SC blade warping from the boost from being fed by a Turbo, why I didnt want to go that route.

I'm not to worried about that hellion has a twin Turbo setup feeding the M122 on the GT500.

http://www.hellionpowersystems.com/index.php?option=com_content&id=140

 

[steed]

Here's a good read on mulistaged compressors

http://www.brighthubengineering.com/hvac/63725-effects-of-a-multi-stage-air-compressor/

 

[char1355]

Wonder what kind of cfm ratings the Detroit blowers have. A polished Jimmy sticking out the hood always draws attention.

 

[steed]

I don't think the CFM really matters. If you look at how the compressors are setup. They start with a large first stage and get smaller.

So in my setup the combined CFM will be maxed by the HE300VG. Not sure what its max is.

 

[Atg]

Volume, pressure and temp are all interrelated. This is why turbo compressors have maps. They can flow more volume at low pressure ratios or less volume at higher pressure ratios. So without specifying the ratio of output:input pressures, a volume or CFM rating is meaningless, particularly as the temp part is not even factored in unless you know the efficiency island that the compressor is operating within and the intercooler efficiency.

 

[Atg]

It Is Really All About Air mass. You figure out how much fuel you want to burn, then from that how much air mass you need, and from that how much pressure and/or intercooling/compressor efficiency you need to get that mass of air into the motor. There is no point in putting 80psi of boost in unless there is enough fuel to use it.