Superchargers are one of the most convenient and most effective methods to increase horsepower. Here are a couple of truths about superchargers you may just find interesting.

While lots of people associate superchargers with their first appearances in drag racing in the 1950s, the process is in fact quite a bit older than that. Those drag racers were utilizing blowers from taken apart GMC diesel motor that returned to the 1930s. And the original Roots-type blower design, still utilized by NHRA Top Fuel racers, go back to 1860, invented as a compressor for blast furnaces.

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The Lysholm or Rotary Screw Compressor was developed by Swedish engineer Alf Lysholm, a Swedish engineer, who patented the style in 1938. Its click here considering that found prevalent use in a range of commercial applications, both large and small.

One: Superchargers Normally Come In Among Three Tastes

Centrifugal Superchargers

Centrifugal superchargers are really driven by a belt off the engine, while a turbocharger is exhaust driven. Centrifugal superchargers rely on an internal impeller to step up boost.

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Roots or Blower-type Superchargers

are simply big air pumps. A Roots-type blower draws in air and forces it into the engine’s cylinders. The speed at which the supercharger fills the cylinders depends on the the drive belt. The main disadvantage to Roots-style superchargers is the consistency of the air charge. While centrifugal superchargers supply consistent air flow, the Roots blowers feed air into the engine in pulses, slightly decreasing effectiveness. It also needs a “dead end” like a cylinder with a piston into which it constructs pressure. Nevertheless, they do produce a flatter torque curve with direct power throughout the rpm range.

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Lysholm or Screw-type Superchargers

are comparable in look to Roots-type blowers, however they differ in one crucial way. Whereas Roots superchargers compress the inlet charge within the engine’s cylinders, screw-type superchargers utilize a set of interleaving internal rotors to attract and compress air within the supercharger itself, so the air getting in the cylinder is currently at complete pressure.

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2: How Superchargers Make Power

The fuel system requires to be changed so that the quantity of fuel going into the cylinder keeps the appropriate ratio, offered the larger volume of air pumped in by the supercharger. When you (or the computer) gets it right, the engine burns more fuel in the same-size combustion chamber, developing more pressure on the top of the piston, pressing it down harder (through the connecting rod) to twist the crankshaft with more force.

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Three: Superchargers heat the intake air.

Air, like everything in the universe, is made up of particles. When these molecules get packed more detailed together, like when air is compressed by a supercharger, the particles start bumping into each other, and move their energy into heat.

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4: Too big a supercharger can be as bad as too small

Too small a supercharger would have little result on a lrage engine. Too large of a supercharger can overstress the engine (i.e. produce too much force at the top of the piston) or exceed the fuel system’s capability to deliver adequate gas to primary the appropriate air/fuel ratio, resulting in harmful pre-ignition. They call it “efficient compression ratio” and it integrates the compression ratio of the stock engine with the amount of air that any specific supercharger can compress into the cylinder.

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Five: Superchargers tension engines

A great example are Leading Fuel dragsters, engines that run right on the edge. When one of those engines lets go, the outcomes are catastrophic. The finest way to avoid these problems is to discuss your goals with the supercharger maker and follow their recommendations.

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6: Superchargers customer power

Yes they do, and don’t let the turbo crowd act exceptional since they get their additional power “free of charge” (they actually don’t, however the loss is much less than a supercharger). In truth an argument between the benefits of a supercharger over a turbocharger are moot. Different horse for various course, as they used to state. I understand of no full turbo package that can be installed as fast as a well-engineered supercharger package. Yes, superchargers do suck some power (the supercharger of a Leading Fuel dragster consumes over 900 hp so even a Hellcat could not power it) yet it increases power by an aspect of at least 20. Talk about with the maker the useful net gain possible with your engine and make certain it satisfies your objectives.

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7: Electric Superchargers

A special alternator was installed to the back of the supercharger so that when the engine was cruising, it acted as an electrical generator. Power was moved to a very capacitor (which is capable of both greater voltages as well as faster discharge rates than batteries), which in turn powers the electric centrifugal supercharger when the driver’s foot goes to the flooring. Clearly engineers still need to establish the concept further to reduce recharge cycles, improve incredibly capacitor efficiency, and supercharger efficiency, but it well might be the response for small-displacement (1.0 L 3 cylinder) mini cars and trucks.

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Centrifugal superchargers are really driven by a belt off the engine, while a turbocharger is exhaust driven. While centrifugal superchargers offer consistent air flow, the Roots blowers feed air into the engine in pulses, slightly reducing performance. Too big of a supercharger can overstress the engine (i.e. develop too much force at the top of the piston) or surpass the fuel system’s ability to provide adequate gas to primary the correct air/fuel ratio, resulting in damaging pre-ignition. They call it “reliable compression ratio” and it combines the compression ratio of the stock engine with the amount of air that any particular supercharger can compress into the cylinder. Yes, superchargers do draw some power (the supercharger of a Top Fuel dragster takes in over 900 hp so even a Hellcat couldn’t power it) yet it increases power by an element of at least 20.

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