Twincharging??
Discussion
I am currently in the process of building my new tritec mini engine with uprated internals and lots of new parts. That aside I have a Lysholm 1200AX twin screw blower which will be going on too. Last night I started to look at twincharging enabling me to use a GT T28 turbo along side the blower. Now I understand that this can put strain on the blower and the added pressure maybe a problem but for now I just want to know a little bit about them.
I found the details about the VW twincharge and they have a bypass valve to open and divert passed the blower at 4K. I also noticed that unlike all the other twincharge setup they have the blower first.
The VW method makes more sense to me. I see the blower drawing air through the turbo at low rpm and then the turbo forcing air into the blower at higher rpm
If anyone knows, what are the pros - cons to this. is it worth while or is it something that just sounds nice (best of both worlds). Its probably going to be too much effort but thought I would ask and see.
I can imagine it would feel good having the extra boost come in at 4K in junction with the blower pushing pressure to 25psi? or something higher anyway. I have seen that there are companies producing twinchrage kits for the mini already but they are not really used much so I wanted the low down
Thanks for any information and help
I found the details about the VW twincharge and they have a bypass valve to open and divert passed the blower at 4K. I also noticed that unlike all the other twincharge setup they have the blower first.
The VW method makes more sense to me. I see the blower drawing air through the turbo at low rpm and then the turbo forcing air into the blower at higher rpm
If anyone knows, what are the pros - cons to this. is it worth while or is it something that just sounds nice (best of both worlds). Its probably going to be too much effort but thought I would ask and see.
I can imagine it would feel good having the extra boost come in at 4K in junction with the blower pushing pressure to 25psi? or something higher anyway. I have seen that there are companies producing twinchrage kits for the mini already but they are not really used much so I wanted the low down
Thanks for any information and help
I'm gonna stick my neck out and say, in this day and age, twin charging is competely pointless!!
(other than for a purely road car, where you want full torque at very low rpm, but overall durability concerns prevent the use of a twin scroll varriable geometery turbocharger)
To make a compound compressor system work "well" is difficult. Generally at low rpm, the turbo intak plumbing reduces supercharger efficiency, and at high rpm the supercharger reduces turbo efficiency. If you want maximum power, just use a properly sized decent modern turbo! (weight savings, and especial for fwd weight distribution, will be much improved!)
You can easily add antilag for occasionaly use too.
(remember, having say 300Nm at 1500rpm makes a car go faster if you can't be bothered to change gear, but 300Nm at 5500rpm is ALWAYS faster than 300Nm at 1500rpm)
If you decide to go ahead, then you need to get the compressor maps for the turbocharger and supercharger and work out the peak efficiency overlap speeds and pressures, that way you can decide on the appropriate drive rpm and bypass layout for the supercharger, and have a stab at estimating the turbos compressor parameters (A/R & wheel trim etc)
(other than for a purely road car, where you want full torque at very low rpm, but overall durability concerns prevent the use of a twin scroll varriable geometery turbocharger)
To make a compound compressor system work "well" is difficult. Generally at low rpm, the turbo intak plumbing reduces supercharger efficiency, and at high rpm the supercharger reduces turbo efficiency. If you want maximum power, just use a properly sized decent modern turbo! (weight savings, and especial for fwd weight distribution, will be much improved!)
You can easily add antilag for occasionaly use too.
(remember, having say 300Nm at 1500rpm makes a car go faster if you can't be bothered to change gear, but 300Nm at 5500rpm is ALWAYS faster than 300Nm at 1500rpm)
If you decide to go ahead, then you need to get the compressor maps for the turbocharger and supercharger and work out the peak efficiency overlap speeds and pressures, that way you can decide on the appropriate drive rpm and bypass layout for the supercharger, and have a stab at estimating the turbos compressor parameters (A/R & wheel trim etc)
Edited by anonymous-user on Friday 21st January 12:48
its a fantastic idea, but VERY hard to do correctly. There are a few people that have gone Twincharged in the MINI world, but all i have seen have gone for the compound boost route. This is where you feed the turbo straight into the supercharger (pref. through and intercooler first!!). The problem with this on the MINI is space. YOu cant fit the NEEDED intercooling after the trubo and before the supercharger. I have seen the above done with intercooling on both fords (GT500s) and they work VERY well for the intended use. However with compound boosting, using a supercharger, you will never make as much power as turbo only! However you will get a much broader torque band and spool whatever turbo you go for faster.
The VW option is the best in my eyes. It allows you to use the Supercharger to provide low down boost and the turbo to provide boost higher up the RPM band. IT plays right into the hands fo both methods of foced induction. HOWEVER the packaging is a TOTALY nightmare!!!!!
Lets take the MINI. So you need to run Air filter - supercharger - turbo - intercooler - intake manifold. well the first bit is already done for you so thats nice and easy. so lets get to the turbo. Well you are going to bneed a tubular/log manifold building as no one makes an off the shelf unit. Then you are going to have to mod/remake the supercharge outlet to feed into the turbo. This probably means you have to mount the turbo with the cold side pointing to the driver side. I have heard there is some clearence problems with mounting the trubo that way around but could be wrong. From there you need to feed the boost to the fornt of the car and to and intercooler (all custom workt here i think). and finally to the intake manifold via the throttle body. 'not that hard' do i hear you say??/.....
Well you now need to find a way of bypassing the supercharger as set rpm/presure to stop it choking the turbo. well the stock SC has a bypass valve but its tiny. So you are either going to need a new one thats a lot bigger (guessing about 75mm to stop the turbo being restricted) or find some other way of doing it. and thats the problem, packaging!
With the compound method you do bypass the both the above but as said before you need to find a way of keeping the air from the turbo cool.
anyway, her eis a link to the twincharged EVO that is running EVERY well!
http://www.lancerregister.com/showthread.php?t=315...
Thanks,
Chris.
The VW option is the best in my eyes. It allows you to use the Supercharger to provide low down boost and the turbo to provide boost higher up the RPM band. IT plays right into the hands fo both methods of foced induction. HOWEVER the packaging is a TOTALY nightmare!!!!!
Lets take the MINI. So you need to run Air filter - supercharger - turbo - intercooler - intake manifold. well the first bit is already done for you so thats nice and easy. so lets get to the turbo. Well you are going to bneed a tubular/log manifold building as no one makes an off the shelf unit. Then you are going to have to mod/remake the supercharge outlet to feed into the turbo. This probably means you have to mount the turbo with the cold side pointing to the driver side. I have heard there is some clearence problems with mounting the trubo that way around but could be wrong. From there you need to feed the boost to the fornt of the car and to and intercooler (all custom workt here i think). and finally to the intake manifold via the throttle body. 'not that hard' do i hear you say??/.....
Well you now need to find a way of bypassing the supercharger as set rpm/presure to stop it choking the turbo. well the stock SC has a bypass valve but its tiny. So you are either going to need a new one thats a lot bigger (guessing about 75mm to stop the turbo being restricted) or find some other way of doing it. and thats the problem, packaging!
With the compound method you do bypass the both the above but as said before you need to find a way of keeping the air from the turbo cool.
anyway, her eis a link to the twincharged EVO that is running EVERY well!
http://www.lancerregister.com/showthread.php?t=315...
Thanks,
Chris.
Edited by chuntington101 on Friday 21st January 18:47
its a fantastic idea, but VERY hard to do correctly. There are a few people that have gone Twincharged in the MINI world, but all i have seen have gone for the compound boost route. This is where you feed the turbo straight into the supercharger (pref. through and intercooler first!!). The problem with this on the MINI is space. YOu cant fit the NEEDED intercooling after the trubo and before the supercharger. I have seen the above done with intercooling on both fords (GT500s) and EVOs (see link below) and they work VERY well for the intended use. However with compound boosting, using a supercharger, you will never make as much power as turbo only! However tyou will get a much broader torque band and spool whatever turbo you go for faster.
The VW option is the best in my eyes. It allows you to use the Supercharger to provide low down boost and the turbo to provide boost higher up the RPM band. IT plays right into the hands fo both methods of foced induction. HOWEVER the packaging is a TOTALY nightmare!!!!!
Lets take the MINI. So you need to run Air filter - supercharger - turbo - intercooler - intake manifold. well the first bit is already done for you so thats nice and easy. so lets get to the turbo. Well you are going to bneed a tubular/log manifold building as no one makes an off the shelf unit. Then you are going to have to mod/remake the supercharge outlet to feed into the turbo. This probably means you have to mount the turbo with the cold side pointing to the driver side. I have heard there is some clearence problems with mounting the trubo that way around but could be wrong. From there you need to feed the boost to the fornt of the car and to and intercooler (all custom workt here i think). and finally to the intake manifold via the throttle body. 'not that hard' do i hear you say??/.....
Well you now need to find a way of bypassing the supercharger as set rpm/presure to stop it choking the turbo. well the stock SC has a bypass valve but its tiny. So you are either going to need a new one thats a lot bigger (guessing about 75mm to stop the turbo being restricted) or find some other way of doing it. and thats the problem, packaging!
With the compound method you do bypass the both the above but as said before you need to find a way of keeping the air from the turbo cool.
anyway, her eis a link to the twincharged EVO that is running VERY well!
http://www.lancerregister.com/showthread.php?t=315...
Thanks,
Chris.
The VW option is the best in my eyes. It allows you to use the Supercharger to provide low down boost and the turbo to provide boost higher up the RPM band. IT plays right into the hands fo both methods of foced induction. HOWEVER the packaging is a TOTALY nightmare!!!!!
Lets take the MINI. So you need to run Air filter - supercharger - turbo - intercooler - intake manifold. well the first bit is already done for you so thats nice and easy. so lets get to the turbo. Well you are going to bneed a tubular/log manifold building as no one makes an off the shelf unit. Then you are going to have to mod/remake the supercharge outlet to feed into the turbo. This probably means you have to mount the turbo with the cold side pointing to the driver side. I have heard there is some clearence problems with mounting the trubo that way around but could be wrong. From there you need to feed the boost to the fornt of the car and to and intercooler (all custom workt here i think). and finally to the intake manifold via the throttle body. 'not that hard' do i hear you say??/.....
Well you now need to find a way of bypassing the supercharger as set rpm/presure to stop it choking the turbo. well the stock SC has a bypass valve but its tiny. So you are either going to need a new one thats a lot bigger (guessing about 75mm to stop the turbo being restricted) or find some other way of doing it. and thats the problem, packaging!
With the compound method you do bypass the both the above but as said before you need to find a way of keeping the air from the turbo cool.
anyway, her eis a link to the twincharged EVO that is running VERY well!
http://www.lancerregister.com/showthread.php?t=315...
Thanks,
Chris.
Edited by chuntington101 on Friday 21st January 18:48
I fail to see what is so fantastic about a system that makes slightly less power but weighs about 50kg more than just a plain turbocharger on it's own?????
In the 1980's when turbo technology and engine management were pretty crude, there were some possible adavtages to compound charging, in 2011, that is not the case.
(yeah it "looks" trick, but so what?)
(also, a quick look at the position of the turbochargers surgeline would tell which is better between SC first, TC second or vise versa.)
In the 1980's when turbo technology and engine management were pretty crude, there were some possible adavtages to compound charging, in 2011, that is not the case.
(yeah it "looks" trick, but so what?)
(also, a quick look at the position of the turbochargers surgeline would tell which is better between SC first, TC second or vise versa.)
Max_Torque said:
I fail to see what is so fantastic about a system that makes slightly less power but weighs about 50kg more than just a plain turbocharger on it's own?????
In the 1980's when turbo technology and engine management were pretty crude, there were some possible adavtages to compound charging, in 2011, that is not the case.
(yeah it "looks" trick, but so what?)
(also, a quick look at the position of the turbochargers surgeline would tell which is better between SC first, TC second or vise versa.)
Max Torque, Im afraid im not lucky enough to have a twincharged car. probalby best speaking to the guy that built the one in the link above. I think his intension was to TOTALLY remove lag from the system. Now I know you know that any turbo will lag to a degree, and a 700++bhp turbo (think he is running a TZ04) would lagg ALOT on a 2.0ltr, esp in the application he was using the car for (hillclimbs). also the point the turbo made full boost would be too high in the RPM band for him (he ran the EVO with just a turbo for a couple of seasons). In the 1980's when turbo technology and engine management were pretty crude, there were some possible adavtages to compound charging, in 2011, that is not the case.
(yeah it "looks" trick, but so what?)
(also, a quick look at the position of the turbochargers surgeline would tell which is better between SC first, TC second or vise versa.)
You are right though, there is no point in doing it just for doing its sake. If its for a road car that you just want to kill lag on then you might be worth looking into somethign like N2O to help spool the turbo. If its just cos the MINI already has the Supercharger, then i would loook at the other tuning options avalaible (there are some VERY neat UK and US supercharged cars out there!).
Also you are right about it being best to feed the turbo with the supercharger, then once the turbo is up to speed, bypass the supercharger and let the trubo do ALL the work. but the packaging is VERY difficult to do, esp in a mini! lol
Thanks,
Chris.
Do you mean boost "lag" or boost "Threshold", they are very different!!
my car has a (anti-lag disabled) boost threshold of about 4500rpm, (peak power is 7850rpm, and peak rpm 8400rpm). With antilag enable the boost threshold is sub 2000rpm.
The "Lag" with als disabled is approx 60ms to atmospheric and 450ms to full boost pressure when above the boost threshold rpm. With ALS enabled the lag is negative, i.e. the engine actually increases in boost during things like gearshifts due to to ignition management and airbypass system.
In something like a mini, where space and weight are crucial, the last thing i would do is slap any extra crap under the bonnet ;-)
my car has a (anti-lag disabled) boost threshold of about 4500rpm, (peak power is 7850rpm, and peak rpm 8400rpm). With antilag enable the boost threshold is sub 2000rpm.
The "Lag" with als disabled is approx 60ms to atmospheric and 450ms to full boost pressure when above the boost threshold rpm. With ALS enabled the lag is negative, i.e. the engine actually increases in boost during things like gearshifts due to to ignition management and airbypass system.
In something like a mini, where space and weight are crucial, the last thing i would do is slap any extra crap under the bonnet ;-)
Max_Torque said:
Do you mean boost "lag" or boost "Threshold", they are very different!!
my car has a (anti-lag disabled) boost threshold of about 4500rpm, (peak power is 7850rpm, and peak rpm 8400rpm). With antilag enable the boost threshold is sub 2000rpm.
The "Lag" with als disabled is approx 60ms to atmospheric and 450ms to full boost pressure when above the boost threshold rpm. With ALS enabled the lag is negative, i.e. the engine actually increases in boost during things like gearshifts due to to ignition management and airbypass system.
In something like a mini, where space and weight are crucial, the last thing i would do is slap any extra crap under the bonnet ;-)
I menat both. but was think more about cars not running anti-lag. lolmy car has a (anti-lag disabled) boost threshold of about 4500rpm, (peak power is 7850rpm, and peak rpm 8400rpm). With antilag enable the boost threshold is sub 2000rpm.
The "Lag" with als disabled is approx 60ms to atmospheric and 450ms to full boost pressure when above the boost threshold rpm. With ALS enabled the lag is negative, i.e. the engine actually increases in boost during things like gearshifts due to to ignition management and airbypass system.
In something like a mini, where space and weight are crucial, the last thing i would do is slap any extra crap under the bonnet ;-)
Biist threshold on a Twinchagred car (no matter which way you did it) would be about 1000rpm! at at the rpm you could see 1bar pretty easily. Now that 1bar of boost is going to reduce the full boost spool time of any turbo as the engine would be produce much greater volumes of exhaust gas and thus spooling the turbo sooner. This last bit enables you to run an evne bigger turbo than you normal would and stilll have similar full boost threshold as you would for a smaller turbo.
That my take on it at least.
Chris.
Completely true, but why are you WOT at 1000rpm??
I agree, if you have no idea how a gearbox works, or are too lazy to move your arm and your leg (or too uncordinated to do so in the right order) then having 1bar at 1000rpm sounds excellent!
(my (road)car makes peak torque at 1650rpm (diesel) but if you floor it at peak torque rpm in say 5th, it's pretty slow, compared to droping to 3rd or 2nd and accelerating at peak power)
The only reason to want this is to maximise fuel economy by downspeeding the engine, but as we are talking about heavily boosted engine i think we can ignore the fuel economy aspect??
Personally, i'd spend the money on a decent transmission (loads of people spend £££'s on engine mods, claim "thousands" of extra ponies, but then let the side down with a crappy transmission.)
I agree, if you have no idea how a gearbox works, or are too lazy to move your arm and your leg (or too uncordinated to do so in the right order) then having 1bar at 1000rpm sounds excellent!
(my (road)car makes peak torque at 1650rpm (diesel) but if you floor it at peak torque rpm in say 5th, it's pretty slow, compared to droping to 3rd or 2nd and accelerating at peak power)
The only reason to want this is to maximise fuel economy by downspeeding the engine, but as we are talking about heavily boosted engine i think we can ignore the fuel economy aspect??
Personally, i'd spend the money on a decent transmission (loads of people spend £££'s on engine mods, claim "thousands" of extra ponies, but then let the side down with a crappy transmission.)
Edited by anonymous-user on Saturday 22 January 13:44
RKDE said:
I have a Lysholm 1200AX twin screw blower
I'd be more inclined to use a Roots-type blower for a combined turbo/supercharged setup. Reason being that in the operating region where the supercharger is bypassed (which is where you'd hope to be spending most of your time) a twin screw supercharger (or other internal-compression type) will still be consuming energy from the crank to compress the air, bypassed or not, whereas a Roots-type will just be paddling at nothing, so will have significantly lower losses. Unless you're going to go as far as having a clutch to disconnect the drive to the supercharger when it's bypassed.Interesting read so far. I will put some info up when i am not on my phone. The blower i have does have a clutch at the moment.
I am more interested in knowing about them than doing it but would love two different boosts, where the blower stops and a high boost turbo takes over
Yes i am talking about the mini as it is now not the classic. Go back under you rock if you cant accept that bmw took it and are making a profit from them. I have classic minis too. They are all cars and i really like the new shaped mini so please, help about twincharging and leve bimi bashing out. Thank you
I am more interested in knowing about them than doing it but would love two different boosts, where the blower stops and a high boost turbo takes over
Yes i am talking about the mini as it is now not the classic. Go back under you rock if you cant accept that bmw took it and are making a profit from them. I have classic minis too. They are all cars and i really like the new shaped mini so please, help about twincharging and leve bimi bashing out. Thank you
RKDE said:
Interesting read so far. I will put some info up when i am not on my phone. The blower i have does have a clutch at the moment.
I am more interested in knowing about them than doing it but would love two different boosts, where the blower stops and a high boost turbo takes over
Yes i am talking about the mini as it is now not the classic. Go back under you rock if you cant accept that bmw took it and are making a profit from them. I have classic minis too. They are all cars and i really like the new shaped mini so please, help about twincharging and leve bimi bashing out. Thank you
I'll bash away thanks I am more interested in knowing about them than doing it but would love two different boosts, where the blower stops and a high boost turbo takes over
Yes i am talking about the mini as it is now not the classic. Go back under you rock if you cant accept that bmw took it and are making a profit from them. I have classic minis too. They are all cars and i really like the new shaped mini so please, help about twincharging and leve bimi bashing out. Thank you
But you have forgotten to mention on every important thing. You havent mentioned what sort of power you are after, what you are using the car for etc.
That will dictate how necessary, or pointless a twincharging system might be.
But, and I'm sure it's been said here before about the topic. The reason very very few OE manufacturers have such a system in place, is due to how complex it is to get a good smooth power delivery and be reliable. And they literally have billions to spend on development.
Even most sequential type twin turbo systems fail quite miserably in terms of smooth seamless changeover.
Unless you are after quite ludicrous power levels, you'd be better either with just a well sized turbo, or well sized blower.
But you need to determine how much power/torque you want, where you want that power in the rpm range, what you will be using the car for, and of course how much traction you actually have to make use of any power. Oh and will your drivetrain cope too.
stevieturbo said:
And they literally have billions to spend on development.
Yeah, my hourly chargeout rate is er, reasuringly expensive...... ;-)stevieturbo said:
and of course how much traction you actually have to make use of any power.
Good point made! What actually are you going to do with say 300Nm of torque at 1500rpm, other than spin the front wheels quite a lot?If you wanted to be REALLY trick, hows about this:
Large turbocharger running in closed loop speed control in a gas turbine cycle (google "subaru rocket", one of my previous little jobs;-), Producing "overboost" at all engine operational modes, with the compressor outlet heavily aftercooled before feeding this air into the supercharger, but with the supercharger undergeared. This will drive the supercharger, adding torque to the crankshaft, and will expand the intake air (which leads to charge air cooling) but because you aftercooled the intake air at a higher entropy, after the expansion in the supercharger the air charge temperature on exit will be BELOW ambient temperature.............
Large turbocharger running in closed loop speed control in a gas turbine cycle (google "subaru rocket", one of my previous little jobs;-), Producing "overboost" at all engine operational modes, with the compressor outlet heavily aftercooled before feeding this air into the supercharger, but with the supercharger undergeared. This will drive the supercharger, adding torque to the crankshaft, and will expand the intake air (which leads to charge air cooling) but because you aftercooled the intake air at a higher entropy, after the expansion in the supercharger the air charge temperature on exit will be BELOW ambient temperature.............
I will look that up it sounds interesting. Not sure what power I want or it would achieve just thought I would have a look at it. Other minis with the 1200AX twin screw run about 300-350bhp give or take so there is a lot of power there but its been done as has twin charging the stock M45, I wanted to consider the turbo and blower for a project and also for some fun.
I did originally think along the line of the alta twurbo which was a turbo directly fed to the stock blower except I was thinking turbo > intercooler > blower > intercooler but have been told about this causing extra strain on the blower.
I may stick with just the blower but I am keen to see what else is out there
Cheers for the advice, I am going to have a good look to see what else there is and do some more research but I may stick with the blower I have because that will produce a lot of power from the small engine
I did originally think along the line of the alta twurbo which was a turbo directly fed to the stock blower except I was thinking turbo > intercooler > blower > intercooler but have been told about this causing extra strain on the blower.
I may stick with just the blower but I am keen to see what else is out there
Cheers for the advice, I am going to have a good look to see what else there is and do some more research but I may stick with the blower I have because that will produce a lot of power from the small engine
Max_Torque said:
If you wanted to be REALLY trick, hows about this:
Large turbocharger running in closed loop speed control in a gas turbine cycle (google "subaru rocket", one of my previous little jobs;-), Producing "overboost" at all engine operational modes, with the compressor outlet heavily aftercooled before feeding this air into the supercharger, but with the supercharger undergeared. This will drive the supercharger, adding torque to the crankshaft, and will expand the intake air (which leads to charge air cooling) but because you aftercooled the intake air at a higher entropy, after the expansion in the supercharger the air charge temperature on exit will be BELOW ambient temperature.............
Max hate to pee on your bonfire but that solution would be pointless! If you really wanted to use a power recovery method then i would look into something like the PRT (power recovery turbines) used on some later 1940s areo piston engines (both US and UK tested this). Alternatively look at BMWs steam recovery system using the heat form the exhaust to add about 15% power direct to the crank for 0 extra fuel! Large turbocharger running in closed loop speed control in a gas turbine cycle (google "subaru rocket", one of my previous little jobs;-), Producing "overboost" at all engine operational modes, with the compressor outlet heavily aftercooled before feeding this air into the supercharger, but with the supercharger undergeared. This will drive the supercharger, adding torque to the crankshaft, and will expand the intake air (which leads to charge air cooling) but because you aftercooled the intake air at a higher entropy, after the expansion in the supercharger the air charge temperature on exit will be BELOW ambient temperature.............
Your above idea is already done in WRC cars to get sub amibent charge temps put they do it by rover boosting the turbo, using an intercooler to reduce this overboosted air to around ambient and then using an very rapid increase in intake size (there is about a 2 inch pipe frrding into what looks about a 4-5inch pipe that leads to the intake).
Also the problem with the rocket box is the extra thermal stress it would put on the turbo and the extra fuel it would use! the turbo would have to be swapp[ed out alot more regular. and if you are going to use fuel to make boost directly (ie spraying in the exhaust to drive the turbo) you may simply want to look into running methonal as a primery fuel and uping the comp. ratio (this will help will spool/lag ALOT).
Some good ideas coming up here though.
Chris.
To the OP. have a look here (http://www.northamericanmotoring.com/). there are a few guys twincharging on there. one guy is pushing over 400bhp using the stock blower and a turbo.
As others have said, twincharging will not make the most power, but it willl make more power lower down than a normal turbo setup making the same power level....
Chris.
As others have said, twincharging will not make the most power, but it willl make more power lower down than a normal turbo setup making the same power level....
Chris.
^^^ Yeah I am aware of those ones running the stock blower and adding a turbo to it but I think the difference here is I am running a twin screw rather than just a stock roots blower. I am already sure I can get more than enough power from the twin screw and I do like to tinker and try things...
I think more of a general interest here than doing it to my car, I would love for it to have a blower upto say 4k and a bug turbo take over and a kick some major boost into the little engine, however I think by the time I have made the custom mounts and parts to fit the 1200AX twin screw I will be fed up.
All that above I would really like to know about the set ups and I would love to have a go at something crazy. Don't want just a trubo, being down that route and I love superchargers/blowers so that has to stay, just would love to see what could be done
Cheers for all the info, it makes good reading! This is great if nothing else keeps me off on line shops buying car parts!
I think more of a general interest here than doing it to my car, I would love for it to have a blower upto say 4k and a bug turbo take over and a kick some major boost into the little engine, however I think by the time I have made the custom mounts and parts to fit the 1200AX twin screw I will be fed up.
All that above I would really like to know about the set ups and I would love to have a go at something crazy. Don't want just a trubo, being down that route and I love superchargers/blowers so that has to stay, just would love to see what could be done
Cheers for all the info, it makes good reading! This is great if nothing else keeps me off on line shops buying car parts!
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