Is Moe tuning this?

 

Nice! So what are you running for your two kits?

Let us know for sure when you get it on the dyno. Id love to see the sheet!!

 

Yeah, Moe tuned it. About 3 months ago.

 

Its a Borg Warner S366 turbo, and an Eaton M62 supercharger (clutched). I'm going to tune it like it is, and I've also made a charge pipe to route the turbo directly to the intercooler to bypass the supercharger (supercharger pulley has a clutch, so I can just turn it off), this way I can compare the impact of the twincharged system vs. the single turbo.

I really hope it was worth all the work haha. Should be ready for tuning in about 3 weeks or so.

 

wow this is impressive.

 

I cant wait to see your results. I have always wondered how the clutch design works. I mean, have you ever looked at the internals of a positive displacement SC? Looks to me like if it were to disengage you would be creating an almost solid wall of turbine blades. The gap in-between them and the wall and also the blades themselves is extremely tight. Whithout them spinning, how does the air get through the sc housing and into the plenum?

If this works though it would be awesome cuz then i could run my 8.5lb pulley and not have to worry about blowing insane heat with it once im into the 5k rpm range. Thats why I have the 6lb pulley on, scared of heat issues.

Is your M62 all air cooled and your using the same IC for both systems?

 

He said he has a charge pipe that bypasses the supercharger.

 

Isnt his positive displacement SC a top mount, mounted directly over the ports? How is it possible to bypass this?

Maybe im missing something. The video plays all EF'd up on my comp. Its all super white and i can barely make out what is what.

 

My system is Fresh Air > Turbo > Supercharger > Intercooler > Throttle body > plenum > engine

It'd be extremely difficult to do a top mount system like you've got on a rotary, the intake ports are on the same side as the exhaust ports, so space becomes a big issue. It does suck having the throttle body after the supercharger, before i figured out a solution (wastegate acting as a blowoff valve), if I was revved up with the supercharger engaged (making boost), and let off the gas, the throttle body would just, but the supercharger was still linked to the high rpms of the engine. The airflow would stop, back up against the supercharger, and make the belt slip. Now, i've got a big wastegate with the ports hooked up to each side of the throttle body, if the pressure is ever greater on the supercharger side of the throttle body than on the plenum side (whenever I let off the gas), the wastegate opens and vents all of the pressurized air, making it so the supercharger doesn't stall out. A simple blow off valve didn't work, I tried haha.

The clutch is just like the clutch on your Air conditioning compressor (magnetic system). When it is dissengaged, the air just blows right through the supercharger (spins the screws real easily), so it doesn't really just block off the airflow.


That's only for when I go to get tuned. I just want to see what the difference is between the turbo alone, and the twincharged system. When it is twincharged, there isn't any bypassing. If I dissengage the supercharger clutch, the air from the turbo blows right through it no problem (did this on a 600 mile trip last year, first trip out, finished the car the night before, found out on the way about the stalling of the supercharger and slipping the belt problem, so just ended up leaving it dissengaged)

 

This is very interesting. When i pulled my SC off to mount my compound set up I spun the blades using my hand, trying to imagine just pressurized air doing the work and it seemed as though you would be loosing a lot of efficiency on that turbo compressor. However, the blades would already be up to speed at that point if they were disengaged so it wouldnt be as bad of a jolt to the system to get them up and spinning due to the inertia.

I would love to see 3 dyno's. #1 Turbo only bypassing SC. #2 Turbo only forcing through SC. and #3 Both systems running. This way you would be able to see just how much (if any) that SC is creating as a bottleneck.

The efficiency of my turbo is lower than most GT35's, especially at low boost levels. It shows that it gets better as the boost is turned up on the turbo. Im anxious to build my block and unleash the potential of the system.

The throttle response on the streets is totally worth it though. Best of both worlds.

 

The eaton super chargers aren't top mount like a stillen so the force for the blades to move is going to be different than that of a stillen.

 

Stillen doesnt manufacture super chargers. Stillen uses an Eaton M62.

http://www.eaton.com/Eaton/ProductsS...ers/PCT_340160

 

@TOP GUNZ My apologies for bringing up an old thread however this has always piqued my interest. I have a few questions. Was the S/C feeding the turbos or vice vesa? What did you use to bypass the S/C once you achieve the desire boost from the turbo? I know the S/C has a bypass valve, however did you use anything different that would divert air from the S/C once the turbos were spooled? M62 S/C are known for heat, how did you combat the heat from the S/C? What pulley did you have on the S/C? I know Stillen had four different pulleys. What lesson learned did you have after this install? If you had a build block what would you have done differently? What problems did you run into?

If I am reading this right, it appears that the S/C feeds the turbo through the engine because the supercharger is the first thing sucking in air through the CAI, compressing the air through the engine which is creating the exhaust gas to spool the turbos.

It appears that everything you have posted in all of your threads the S/C is great for the lowend torque and HP though it starts fading right about the time you want the turbo to kick in. It appears to me that you would not have to do anything special to divert the boost from the S/C by running methanol injection to cool the air down. Also, an oil cooler would also keep the temperatures down also. It seems like if you can control the heat from the S/C, this wouldn't be a bad setup without having to go the nitirous route to spool up the turbos.

 

Turbos have to feed the blower, only way it can work with a positive displacement blower. Not sure on the rest.

 

Thanks Conway. I am wondering how this would work on a twin turbo setup.

 

The roots style blower sits on top of the motor. Physically impossible for the turbos to feed first.

To combat heat. Oversized intercooler, methanol, dont run a fuel return system, try oneof those ac cooler set ups for the SC liquid exchanger.
Rear mount twin turbo set up, or mid mounted single could work too.

That SC is small, it can only handle so much air. Keep power limits 500 and under IMO.