Chevrolet Colorado & GMC Canyon Forum banner

1 - 1 of 1 Posts

3,103 Posts
Discussion Starter #1
The basics:

Superchargers vs. Turbochargers

Both supercharging and turbocharging use a compressor to force more air into the combustion chambers of an engine, hence the term "forced induction". The main difference between them is:

A turbocharger is driven by exhaust gasses and has to "spool up" before delivering its boost. It's lubrication system is dependent upon engine oil pressure and cooling is often augmented with a water cooled bearing.

A supercharger is belt driven off of the crankshaft and begins to deliver boost as soon as you accelerate, depending upon the design of the supercharger's electronic controller programming. Its boost is delivered in direct proportion to engine speed, and its lubrication system is self-contained. It is not in contact with heated exhaust gasses so it doesn't need to be piped into the vehicle's cooling system.

Non-factory turbocharger systems often suffer from "turbo-lag". With a supercharger ? there is no lag!

All Superchargers are Not the Same ?

There are three major types of automotive superchargers: Roots type, Centrifugal type, and Lysholm Twin-screw type. These are all evaluated and rated according to their adiabatic and volumetric efficiencies.

Roots type blowers use interlocking identical lobes that pushes air into the intake manifold where it is compressed, or "boosted". Once positive manifold pressure is achieved, it can cause some blow-back into the compressor.

Centrifugal type blowers are virtually belt driven turbochargers. They need time to spool up and deliver their boost higher in the engine rev range.

Screw type blowers compress air in the blower housing itself, as well as in the intake manifold. They use male / female screw shafts that never touch but have extremely tight tolerances, minimizing or eliminating any blow-back into the supercharger housing after boost is achieved. Screw type blowers have greater adiabatic and volumetric efficiency over the entire operating rev range than do Roots or Centrifugal blowers.

Supercharger technology has progressed in leaps and bounds over the past decade. It's no longer necessary to have an ill-suited ex-truck supercharger standing high above your bonnet line - these days we're talking stealthy installations that, as a whole, offer a heap more performance with surprising efficiency.

Enthusiasts now have a much greater choice. Depending on what your application is and what sort of driving characteristics you're chasing, there's almost certainly a blower to suit your car's engine, whether as a ready-to-go bolt-on engineered kit, or as a one-off installation.

Positive Displacement vs Centrifugal Blowers

Positive displacement blowers have been around for many years. They work on the principle of trapping a specific volume of air between their rotor and housing, compressing it (through lobe rotation) and forcing it through the engine. The supercharger displaces the same volume of air per rotation, regardless of rpm (give or take a bit). It helps to think of a positive displacement blower similar to a bicycle pump; for each identical pump stroke - or blower rotation - you get a fixed volume of air from the outlet.

The main advantage of a positive displacement blower is its ability to force a heap of air through the engine even at low rpm, giving good boost straight off idle. This helps give small engines a big engine feel and good throttle response. On the other hand, positive displacement blowers create hotter charge air temperatures and, through their boost-from-everywhere delivery characteristics, place the remainder of the car's driveline under considerable stress.

Centrifugal blowers are something of 'the new kid on the block', despite the basic technology being around for eons. Centrifugal blowers vary from their traditional counterparts by using an impeller wheel (within a housing) to draw air in from a central inducer and force it out of an axial discharge nozzle. The volume of air pushed out the nozzle is not fixed per rotation - it's related to speed and the technical design of the impeller blades. Think of a centrifugal blower like a household fan - spin one slowly and not much air comes out. Spin it fast a helluva lot of air flows.

The attraction of centrifugal blowers is they're relatively easy to fit in most engine bays, they're relatively easy on driveline components (they don't deliver bulk torque at low revs) and - most of all - they're docile. A centrifugal blower progressively builds boost - and therefore torque - so maximum driver control can be maintained. The harder you rev the engine, the more boost and the faster it wants to go - down low, though, don't expect huge things.

Positive Displacement Blowers

Positive displacement superchargers fall into two categories - Roots and screw-type (aka Lysholm).

Roots type blowers force air into an engine using two counter-rotating rotors. In modern Roots blowers, the rotors are helically formed to help reduce pulsing from outlet. Even so, Roots blowers are relatively inefficient, producing the most charge air heat for a given amount of boost pressure. Their attraction is their ability to produce boost pressure from idle rpm, turning any engine into an instant torque monster.

There are a number of manufacturers of Roots blowers, but one of the most well known brands - Eaton - is used on a number of production engines from Ford, Buick, Holden, Mercedes and Jaguar. Being able to meet Original Equipment manufacturer's durability demands speaks volumes about performance and reliability.
Twin-screw (aka Lysholm) superchargers operate similarly to a Roots unit, but their rotors and drive system is more complex. Twin-screw rotors have a twisted lobe profile and each one rotates at different speed. Induction air is compressed as it travels along the length of the rotors, giving less charge-air temperature increase than a similar Roots design. These are probably the most desirable of all blower types.

Some of the more high-profile twin-screw supercharger manufacturers are Sprintex, Opcon Autorotor and Whipple.

Centrifugal Blowers

Centrifugal blowers have become extremely popular in the last decade or so. Centris are best imagined as a belt-driven turbocharger - they have a compressor wheel and cover, but forget about the turbocharger's exhaust side.

The fundamental difference between a positive displacement blower and a centrifugal unit is the quantity of air that they deliver per revolution. A displacement blower forces the same volume of air into the engine per crankshaft revolution, while the centrifugal cousins deliver airflow that rises as the square of their rotational speed (blower speed, not engine speed). Step-up gears within the blower make the compressor spin faster than the engine, while the external drive pulleys are geared so that the maximum desired boost level is attained at redline engine rpm.

A centrifugal blower doesn't give the neck-snapping instant torque that you can achieve using a positive displacement blower. Instead, the blower progressively builds boost pressure, and - therefore - torque. This means a given a car won't feel as grunty, but - ultimately - it might make similar top-end power as a displacement blower.

Note that some cheaper centrifugal blowers contain a simple flat bladed compressor wheel, but the more efficient designs use a complex curved blade profile to attain maximum airflow with the least possible 'working' of the air that leads to a charge-air temperature increase.

Turbo vs Supercharging

The energy to drive a supercharger - regardless what type it is - comes directly from the crankshaft. There's a greater power loss involved in driving a supercharger compared to a turbocharger - this is despite the significant backpressure induced by an exhaust mounted turbine.

On the positive side, the supercharger compressor is much more responsive than a turbocharger's. Instead of waiting for an exhaust pulse to arrive from the engine, the blower increases speed in direct relationship to engine rpm. This makes the belt driven blower generally more linear and better-feeling to drive than a turbo.

What's Best For You?

With all these choices it may seem like a toss-up decision to go one way or the other.

Your decision should be based on your application and the sort of torque delivery you're chasing. As mentioned, a positive displacement blower offers strong boost pressure from idle, while a centrifugal blower builds boost as revs rise. If your car has good traction and the driveline can handle the extra grunt, a positive displacement blower is probably the best approach for a snappy streetcar. With more balls down low, there is a fuel consumption penalty over a centrifugal blower, but the driving experience is much more rewarding.

On the other hand, centrifugal blowers certainly have their place. They're more driver-friendly in wet weather conditions as they don't really begin to haul until there's a few revs on board, installation is often neater and they offer arguably the best value for money. Making things easier are various off-the-shelf centrifugal blower kits designed to suit many popular performance (and non-performance!) cars. These kits typically include the blower unit, a heavy duty mounting arrangement, drive belt with idler and tensioner, a management system tweak, revised air intake and, often, an oil cooling system for the blower. There's all you need in one tight little bundle.

Intake air temperatures are a major concern when talking forced induction. If you're going the route of a cheaper, paddle style centrifugal blower (which produces high charge-air temperatures), it's almost mandatory to have an intercooler or water injection system installed. It adds significant cost to the overall price of a blower install, but - without one - you're not realising maximum power, it'll be **** difficult to release further power and you're walking the fine line of engine detonation.
1 - 1 of 1 Posts