Reddy

One diesel engine came twincharged stock.

JDMFantasy2K

the whole 8+4=12 theory is totally wrong. There's a good write up in this book called "How to tune and modify engine management systems", forgot the author but basically i think you need to calculate actual pressure ratios ( 14.7 [aka sea leve pressure] + psi of boost) and then some other math ----. But the boost doesn't just "add up".

and yes twin charging is awesome if done right.

90dx

There use to be some kits available for the MR2's back in the day.They came stock with a supercharger and I believe the kit worked quite well considering the management available at the time.

con

detroit 2 stroke diesels, they wont even run without boost

josh19wrc

yep, because diesels dont generate vacuum, especially 2 stroke ones.

myshtern

The setup on the civic I am talking about is sequential.
First s/c then turbo.

Toysrme

Sequential charging is stupid when using a turbo / supercharger. Extremely, extremely stupid.

A turbo blows into your roots, or screw S/C. It is very effective.
YES
Here is the original helix mini dyno chart. 11psi stock blower pulley + 9psi waste GT28 Gauge pressure is... 20psig in the manifold.




Here is 11psi S/C pulley (blues) VS 20psi S/C pulley (Greens) VS 8psi pulley + 13psi GT28 Again 8 + 13 = 21psi
(They later hit over 300whp by dropping the S/C boost to around 5psi & increasing the turbo to 18psi to run 23psig in the manifold.)


Here's a Toyota 1mz-fe with the 3.0L TRD blower @ 6psi + every mod in the book (intake, full exhaust including rare headers, very good tuning)


VS the first turbo 1mz-fe CT26a @ 10psi. (Fully stock exhaust, enough tuning to keep it from melting, but room for improvement)



That illustrates something fairly well.
A well picked turbo to the powerband rapes the ---- out of a well picked blower (non screw) from beginning to end.
The first impression is oh, well the 3.0L TRD blower is small, so that's why it couldn't beat the CT26a, and that is true, it is too small for my taste. So let's take the Toyota v6 torque king, the 3.4L 5vz-fe out of a truck/suv as an example. They are designed to have tons of power between nothing @ 4800rpm. So much so they're redline before any of the Toyota car v6's even make peak horsepower.
Stock 5vz-fe / stock 5vz-fe + larger 3.4L TRD charger @ stock 6psi (+ crappy toyota fuel mods)

That little CT-26a on the smaller & least torque of all Toyota v6's sure is still owning the torque curve. Tho @ 10psi @ water injection they'd be dead even until the 5vz-fe fell on it's face with the low rpm cams.

2) Eaton blowers alone suck




If you're going to multi-charge you need to:
Intake -> Turbo -> intercooler -> Blower -> TB (or IC -> TB)

Run lots of boost on the turbo, and as little as possible on the S/C.
I digress. Every multi-charged diesel, and monstor drag racing engine you will ever see. Turbo blows into your S/C. Normally a roots blower.

Toysrme

I know yall have been joking about the diesel 2 strokes & stuff for a long time, but yall are just joking & not serious right? There are pleanty of R/C 2-stroke & 4 stroke glow (methanol) & diesel's around. There's 1 lame supercharger for one of the weak small *** car engines, and there have been a few custom plane engine's S/C'ed with good results.

sixsick6

Not entirely true and you can still find a HAPPY MEDIUM. Those finding that happy medium still get originality points for thinking outside the box:











http://www.hilmersson-racing.com/start.asp?show=j

M I N I O N

I can only assume you are talking of Josh F on JBO.
I have told him time and time again..... there is no way that set-up is going to be more efficient or put down more power sooner than a well-thought out turbo-only system using a variable geometry turbocharger.