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Supercharger or perhaps Turbocharger

In simplistic terms, your engine functions just as one air pump. The more air and fuel that may be pumped through, the more power your engine might make. In order to pump mid-air, pressure on the intake side should be higher relative to pressure going the exhaust. In a naturally aspirated motor, valve timing events are used to create pressure. Since you are reading this article, you are probably not interested in naturally aspirated engines, so we can depart it at that. That said, we can all agree which it makes no sense to construct a naturally aspirated efficiency engine. From a performance point of view, it would generally sound right to use some way to pressurize the intake, while using some methods to decrease the pressure inside the exhaust path. The second part is not hard; almost everyone and their brother has some sort of exhaust work. The first job is a little trickier. Fortunately we have superchargers and turbochargers in order to save the day.

A crankshaft driven supercharger will most surely increase the pressure about the intake side of the particular engine. Since it is restricted to the intake track, it will not detrimentally affect the pressure in the exhaust. The pressure on the intake side should always be greater than the pressure within the exhaust. However, power doesn't come totally free, and you must use some of that new found torque in order to spin the supercharger. How much that takes is calculable, but is purely instructional because significant power will be netted. In the case involving positive displacement superchargers, boost can be had at small RPMs, and in the case of the centrifugal and screw supercharger, good efficiency can be had. Other reasons to go with a supercharger are that the retrofit for an NA car should be smoother because there are no changes to be manufactured to the exhaust route. The power curve can be predictable because boost is essentially dependent on RPM of the motor and not several less tangible factor such as engine load.

Now why would any person want a turbocharger? Turbocharger systems are more complicated because they require revision towards the intake and exhaust sides in the motor. From the air push standpoint, at first glance they are inferior to a supercharger when you are placing a restriction within the exhaust flow path (my partner and i. e. the turbine). Given what we understand of centrifugal compressor performance at low RPMs, there may be a tremendous portion of the rev range prior to turbocharger will reach its threshold and initiate to create boost (this is just what "lag" is). However the relative self-reliance from engine RPM will be the turbocharger's greatest advantage over any supercharger type. Boost can be reset with ease, and therefore tunability is also greatly increased when compared with a crank driven model.

While the adiabatic effectiveness of the compressor will not be as great as that of an screw type supercharger, the drive mechanism is really a lot more efficient, as a turbocharger relies on utilization of largely wasted kinetic energy inside exhaust gases. All of this combines to a versatile, tunable unit that gets the potential to make more power over a crank driven supercharger.

So a turbocharger should be superior to a prank driven supercharger, right? If that was the case the crank driven supercharger could have died out long ago. For all out electrical power the turbocharger reigns best, but life unfortunately is filled with compromises. Packaging is a huge concern during a retrofit of forced induction onto an NA motor, and in that illustration the crank driven supercharger has the turbocharger beat handily. The user must decide on their priorities and decide from there that is best either a supercharger as well as turbocharger.

Please click the link to learn more about turbocharger and turbochargers.