Building a fast car? Get $400 OFF the VIP package with every current and FUTURE course included: hpcdmy.co/vipy2 Learn Engine Building today. Fundamentals course now 50% OFF.: hpcdmy.co/offery2 TIME STAMPS: 0:00 - Erik Radzins 0:16 - Forced Induction Options 0:34 - ProCharger 0:47 - Turbochargers Vs Centrifugal Superchargers 2:05 - Compressor RPM Limitations 3:11 - Technological Advances 3:31 - One Size Does Not Fit All 5:03 - Efficiencies 5:52 - Supercharger Airflow Adcantages 7:35 - Boost Curves 8:38 - Boost From Idle 9:25 - Variable Cam Timing 9:44 - Superchargerss & Controlable Power 10:43 - Supercharger Packaging 11:54 - Belt Failure Vs Tensioners 12:50 - Belt Stretch 13:18 - 2000hp+ Drive Options 13:43 - Blower Speed Adjustment 15:00 - More Gears Are Good For Superchargers 16:08 - That's Erik! 16:39 - Like, Sub, Watch More, ?, Profit 🙋♂ Take $25 USD off ANY HPA course with coupon code: RUclips25 Enrol now: hpcdmy.co/25offyt
Question? Have you looked into using the petal style of throttle body and run draw through to improve efficiency? The german aircraft ran that and saw great benefits at partial throttle as the air entering is already spinning fast and offloading the impeller.
The gears appear straight cut spurs. Would recommend helical because they are quieter, and stronger. They can be arranged so their thrust helps counter the impeller thrust. If spline-connected to the shaft so they can slide, it’s possible for them to dampen torque pulses. Cheers
Erik is a very well spoken individual, he appears to understand not only his product, but the industry asking for his products. Excellent interview, I'm predominantly a turbo guy but these Prochargers are badass!
Andre is a great interviewer. From the questions he asks to how he presents the questions, wording them in a way that people of different levels of knowledge can understand. Wether or not the responses are "friendly",,, lol,,, that’d be out his control. I like listening to HPA podcasts while I’m driving on a trip that’s more than 30 minutes. All those 1-2 hr shows help pass the time as well as stimulate the grey matter ;)
@@hpa101 Legends. It isn't exaggeration though. Always well laid out courteous and informative videos. I would say only Stephan Papadakis would be similar in terms of bam - short video with well explained cutting edge info - all killer no filler. Nice to hear kiwi accents online too :)
I've always found supercharged 4 cylinders interesting, a friend of mine had a Jackson racing blower on a k series in a little EG and it was Hella fun. What kind of power you making?
G'luck fitting that mechanical drive charger setup into anything besides a funnycar style dragster.. lol whst engine bay has that much room without pushing back the engine ect ?
Considering this concept for racing goes as far back as the 1950's with the Potvin Superchargers, there has certainly been massive advancements with the new metals, fuel delivery systems, and the engines themselves.
Advancing the technology? Fuel injection and electronic timing made the biggest impact to making any of this possible. I have a supercharged Pentastar with a Vortec in it that puts out 608 hp and it's quite amazing.
@@dannysdailys I work with a couple of vintage racers here in California, mostly just doing fabrication on bodywork. There's been two that have come through this summer building Potvin blown cars, one is a small block Chevy and the other a flathead Ford. In the shop next door is a Camaro with 500+ cubic inch Procharged engine. We looked at the dyno info for both the 1960's Potvin Chevy and the Procharged engine and the curves for torque are very similar. Much higher in the modern engine of course, but different that with a belt driven blower. I'm not well versed in making sense of that sort of data, but I remarked about how similar it was to each other and even the guys with the dyno had to take a look.
It originally goes back to the 1930's with aircraft engines, although they were trying to keeping intake air density as close to sea level to maintain power output.
Miller used centrifugal superchargers for some Indy engines in the 1930's then built the Novis in the 40's with them. a brute force approach but you have to start somewhere.
@@jamesgeorge4874 Wasn't it Willey Post that did his flight at something like 30K feet in a pressurized flight suit and early Supercharging? California to Ohio if memory serves me, 1935-36.
ProCharger does actually have a compressor you can buy with a programmable CVT gearbox, called the 'i-1'. Or at least they did anyway, I haven't heard anything about it in a while, honestly might not have sold too many because it was a little more expensive of course and, honestly, the "need" for more boost down low out of centrifugals is a bit blown out of proportion for most applications. It's for street car stuff, I don't know how far anyone has pushed the i-1 but ProCharger says they're good for a max of 900HP.
@@bennyb.1742 I would imagine the CVT would be used before a gearbox that reaches the crazy speeds. Basically run it so it can shift the input speed to the gearbox 1/3RD up or down from crank speed. Allowing it to be under driven under driven at idle and low load cruising then to be over driven to get the compressor into its efficiency range when the engine RPM is climbing.
CVT driven centrifugal blowers have been made. Major example was the Daimler Benz DB605 built by Germany during WW2. In that case the blower was driven by a fluid coupling, varying the amount of fluid (engine oil) in the coupling gave variable speed. A simpler and more reliable option is to use a multi speed gearbox. Most WW2 plane engines were set up that way, usually two speeds were available shifted by clutches. The reason they went to the trouble in both cases is so that the superchargers could compensate for higher altitudes by increasing the drive speed.
@@shaynekirby9117 Even better, what you can do is have a sequential setup with a centrifugal supercharger feeding into a larger turbo, so that the centrifugal is just there to eliminate turbo lag at low RPM and spool the larger one faster. You could do the same thing with an electric turbo. This would create a lot of boost but if you already have a turbo, it’s probably easier to just install an anti lag system with compressed air feeding the exhaust and spooling the turbo faster
I'd love to see one of these on a big ported rotary. It'd free up so much restriction from having a turbo having off the exhaust. The sound of the old supercharged 20B Mazsport FC RX7 was insane.
A centrifugal supercharger is basically a turbocharger without the exhaust turbine, so it’s driven off the crank. Well there’s no reason why a turbocharger can’t also be driven off a crank as well, so they can ‘crank’ plenty of air before exhaust pressure builds up on the turbine & so, using the benefits of a variable gear drive, can also put power back into the crank. This is called turbo-compounding & was popular in aero engines in the immediate post-WWII period & some trucks today
Love this, never been that intrested in "super chargers" but this was very interesting. Again presented well and helped pick up the more "tec" bits for those not in the know. Thanks 😎😎✌✌👌👌👍👍
Roots or Twin Screws deliver a wide flat torque curve, much more useful in the real world than the peaky delivery of a centrifugal. This coming from an owner of 2 centrifugally blown cars that I love.
every time i drive a roots or screw car, its almost unusable on the street. you give them more than h 30 or 40% throttle and they just want to blow the tires off. every centri ive driven is basically like a NA car until you cross the RPM threshold for boost. if im cruising on the interstate at 70 mph, i dont want to be making 2 or 3lbs of boost because of my gearing since im in a manual. they come on line when you really want to put the pedal down. i used to be a roots guy but now im a centri guy because ive been able to experience both several times now on different platforms and ive just come to favor centris.
@@Day1Mechanic Yeah it's a bitch having all that power available low in the powerband. In lower gears it takes some throttle control to reduce wheelspin but in higher gears you can mash the pedal at any RPM and feel the joy. I rode 170 HP literbikes for a decade and you can't give them a lot of throttle @ lower PRM in the lower gears or you'll land on your head. It was fun then and it is fun on 4 wheels as well. As for cruising on the highway, the Maggie HB TVS2300 has a bypass valve that eliminates boost and parasitic loss at small throttle openings and light loads.
@@scudzuki I'll take a pd blower over anything.. In a race, the pd blower car just takes off way faster n is hard to beat.. Reason why most 3 second cars (1/4 mile) use pd blowers..lol
@@P71ScrewHead Yep, I want to ride that fat wave of torque from 2000 RPM to redline! This is why I have a Magnuson TVS2300 twin screw I'm installing on my LS7 ('11 Z06)
@@scudzuki The LS7, my favorite Chevy engine of the LSs.. Do you have the head fix or replaced with CNC heads?? Give it the beans man, smoke them tires..lol
Oh wow, I didn't know that! These superchargers only spin at 1/2 or 1/3 the speed of exhaust driven turbochargers. That is a huge difference if the compressor wheel spins at 180000 rpm or just 75000 rpm... 😲 And btw: using a "Winters quickchange" style gearbox is quite genious for changing the ratios... 👍
Enjoy this video very much!!! 👍 Knew a lot of the stuff already, however technology moves on . (I swear I saw something very similar to this, on a Schmidt 109. Just 2 Speeds though.) The guy is so good, he sold me on looking into more information.
I have a new idea, a normal complete turbocharger that is crank opperated via a cvt belt driven to spool the turbo at low rpm and with a free wheel mechanism, so when the cvt cannot go faster the exaust flow pushes the turbo. In other words replace the electric motor of the turbo of an f1 mercedez with a cvt, free wheel and pulley connected to the crank shaft and obtain instant response and peak power like never before
Great video thought i new most everything about aspiration but I learned something new. HP academy is a great place to learn if ur new to motor sports or a vet. Iv Taking many hp courses like to take more soon as I have the time. Thanks HP academy
I have a Procharger D1-X on my 2020 Mustang GT making 770HP at the wheels at Palm Beach Dyno. I don't like the Procharger Blow-Off Valve that came with the kit. It's very bulky, it's not very snappy. Although their blowers are fantastic, get a Tial or equivalent to fix normal drive ability issues.
I would like to see why on street outlaws tv several times guys running prochargers on chevy's broke multiple input shafts in a few nights of racing. What caused this and has it been fixed.
I’ve always wanted to see a big twincharged setup with a tubular header exhaust manifold with wastegate priority and small turbos, and a centrifugal supercharger for the top end.
I have a ve alloytec engine (with new timing chains lol) I have a v3 sealed trim capa supercharger with big intercooler and running a 10psi pulley and getting 335 kw at the treads at 6500rpm limited about to install a haltech to solve some fueling issues. As is I would say it's similar to a big v8 so much fun to drive and very street able. I would recommend great tensioner and very precise bracket and pulley orientation and it's awesome
I have a centrifugal on my 2020 mustang gt. It's awesome but I should've got a pd blower. For my driving style I've always liked the down low power (which the coyote does not have at all)
@@yamakasi5792 hahaha. I see what you're saying but I have a manual. My left foot is my stall converter. With that being said I rarely launch it. I have faith the ole' shitty mt-82 in my car will hold up but they sure do grenade a lot.
I always enjoy these interviews, thank you! That said, between a standard roots/screw blower and a turbo, a centrifical supercharger does kinda sound like the worst of both worlds. I'm sure it definitely has its's place mostly in uber high hp very custom drag applications (and sales back that up) but doesn't look like a good fit for more "street" or circuit applications. Still, awesome tech.
Having driven 5-600 hp v8s with both TVS and centrifugal blowers, i think putting it that way kind of glosses over parts of each type of blower. The TVS mustang was absolutely brutal to drive. Very hard to control due to the huge amount of torque available down low. Not a bad thing to have a broad torque band, just hard to drive. The centrifugal makes little boost until you get some speed into it. Sure, it's disadvantaged, however, it does have awesome driveability. Plus if you want boost, just downshift once or twice. You're going to be at higher RPM when you want the power anyway.
@@crackpotfox yeah i mean it's still gonna be making half boost at half rpm right? just seems to me like a waste at anything under peak rpm which is where a street car lives often. and probably a reason every oem in the past 20 or 30 years has only gone with PD blowers. plus the sound is hard to beat
The lower boost at lower RPM could be an advantage for a street car, less boost means less fuel used (as less air is flowing) and also less torque needed to drive the supercharger, so your fuel economy will probably be quite a bit better than a PD blower. Of course turbos also have this property. And they are cheaper, no super high speed gearbox required.
@nerd1000ify To be fair, modern (as of like 30 years ago) pd blowers use a bypass valve that essentially disables boost unless your throttle is open enough. And turbos are certainly not cheaper. Look at turbo kits vs centrifugal kits. Centri supercharging is cheaper than a turbo setup or a PD setup, unless it's chinese junk.
I have a 4 speed 200r4 but with 4.30 gears a Turbo or PD Blower would leave me with a ton of traction issues in 1st and 2nd which would suck since I daily my car. Centrifugal is the only way to go if you dont want to be punished for aggressive gearing.
I always get miffed when i hear people talk about parasitic drag. A turbocharger has parasitic drag, via pumping loses on the exhaust stroke. Centrifugal especially and Twin Screws even are very close to turbochargers in terms of efficiency.
@josephschaefer9163 Not exactly. Pressure, temperature, and volume are all the same thing. A turbocharger generates exhaust backpressure, whereas a performance exhaust on a supercharged or NA engine generates scavenging(vacuum). Typically, the backpressure on a turbocharged engine is anywhere from 1.5 to 3 times the amount of boost generated by the turbo, with the center of that range giving the best balance between turbo lag and undersized turbo. The backpressure means that the piston has to exert energy in order to force exhaust through the turbo on the exhaust stroke. So, an NA engine has a parasitic loss or pumping loss, drawing in air on the intake stroke. A supercharger has a parasitic loss spread out over all 4 strokes. A turbocharger has a pumping loss on the exhaust stroke. Turbochargers and superchargers are both more efficient than piston strokes at moving air. This means that a 6 to 1 compression ratio engine with 15lbs of boost will have an effective compression ratio of 12 to 1, and will be more energy efficient than a similar NA engine with a 12 to 1 compression ratio. Because, the forced induction device is more energy efficient at compressing air and pumping air than the intake or compression stroke of a piston. In other words, superchargers and turbochargers have overall less pumping losses than a similar horsepower NA engine because the pumping loss savings offset the power to drive the compressor/blower. But turbochargers nonetheless leech power from the engine, directly from the crankshaft via the exhaust stroke. This is more efficient than a supercharger, but not as much as you'd think. When I was looking through compressor maps trying to size for my 4.0L, at 15lbs of boost a twin screw supercharger would require about 40hp at redline, a centrifugal supercharger would require about 35 hp at redline, and a turbo would require about 30hp at redline.
@@josephschaefer9163 Roots style blowers are really terrible, absolutely no competition between a Roots Supercharger and a Turbocharger. However, Twin Screw superchargers and Centrifugal Superchargers are much closer to turbochargers.
@@hpa101 honestly I don't know if I will keep it, I traded for it, I gave them my 02 roller c5 z06. What I really want is to trade it for a nice TT kit because I prefer turbo over supercharged all day long. I just needed to shut the wife up about the z06 rotting away.
haha 'happy wife, happy life' moment eh! I'm sure you will figure it out. Part of the fun of all this is owning and trying different things. I'm sure a deal will come up on something you prefer down the line, and then when you get bored of that you will see something else different again in the future that tickles your fancy 😎 - Taz.
@@hpa101 the shit is fun man. I went from a stock ls6 with the sts twins on it to a Ysi with a built 403 ls2 running 18 lbs. Blew it up and sold off the ysi and let the Vette rot since 2011....now the urge is back....I'm the old fella in a Vet that kids laugh at....till I hit them with 1k rwhp. That's the fun part.
you could, but it's not ideal, full PP is engineered to make more power at high rpm because of the overlap, kinda like big cams, you would need to change your engine completely by using side port and maybe semi pp, also use less compression rotors
One thing in question is what supercharger works best upon high boost loads and not put a significant amount of wear and tear on the block internals like the crank main bearings....how come this wasnt covered?
Cool but what would be cooler is a supper-turbo like on EMD 710's you get the best of both worlds just imigine the awesome response of a supper charger and the efficiency of a turbo.
Could someone explain why I wouldn’t want to use a wastegate to regulate boost on a d1x procharged forged internal ls7? I like the idea of spinning the procharger faster and bleeding off the boost once it hits a certain target psi for much more midrange power and street-ability similar to a turbocharger powerband but without the lag. (D1x max psi is 32 I’m planning to target 15 psi)
very interesting ,drivability looks to be main win , great for rallying i would think . no mention of of actual efficiency ,as in fuel in for power out vs the exhaust driven turbo ,which is using some heat rather than just dumpnf it asap . and do they need blow off ,or recalculation valves ?.
Not working. The turbo needs to spin very fast in order to work. Water flowing under the boat has a lot of energy but the water flow is not that rapid. You need a step up gear box to spin the turbo up to its operating rpm.
The interview is awesome! I have a question for you guys. Was ever produced, or is there anyone testing a procharger and turbo hybrid? A procharger with exhaust housing of a turbo. The speed of the procharger is dictated by engine speed, like a procharger, but the exhaust gasses are scavenged by the procharger or the exhaust gases helps drive the gears of the procharger and effectively the engine? If not, can anyone really produce a high quality one and share the results?
Centrifugals run away cooler. Also no shared oil for the coolant to have to cool down. No heat soak. No heat from back pressure. Kraftwerks makes centrifugal Supercharger kits for civics. It's very possible
A engine it’s basically an air pump. (But sometimes you want more power.) So you add a much more efficient air pump to your air pump, so that your air pump pumps more air.
What should i get for my 2jz ge vvti supra? Centrifugal supercharger or maybe and sc14 or Garrett gt17v variable geometry turbo? I want to save stock compression or maybe lower it down to 10:1, im going 350/400 hp build
It comes down to how much money you want to spend and what you want your torque curve to look like. I would go with a belt-driven supercharger simply because you're not going for crazy hp numbers and it's not something you see very often on a 2jz. You'll be the coolest kid in the neighborhood and it will be very reliable.
You don't just slap on a procharger dude. Rather contact procharger about doing a a procharger Have you seen any JZ setups with frank driven superchargers?
The guy on the left said something innaccurate @ youll hear the guy say that the turbo would be floating the shaft on oil but this is only prevalent in journal bearing turbos
We don't sell these sorry. You can get in touch with ProCharger via sales@procharger.com or give them a call, their number will be on their website - Taz.
Power yes. Response and Drivability no. Much less stress stretch on engine internals since there is no surge in power from it being linear. Small VGTs improved response but a centrifugal will out flow it. You'll have to run two turbos in sequence.
For turbos, lag has not been solved for that's why Audi is using electric turbo to spool before the turbo. Volvo and KOENIGSEGG is doing air injection on to their turbos to prespool them
Ive been thinking about the possibility of a procharger (the car doesnt really need more horse power probably) however my engine was built to be NA and runs a compression ratio of 11.9 to 1. I was wondering given how the Procharger builds boost if this would be a problem. Also is extra ring gap required similar to other forced induction? I guessing it is...
Yes, you'd need extra ring gap just like any FI build. As for compression, your engine is perfect for Ethanol. If you go do some research after reading this, your compression ratio would suit about 30psi of boost on E85, and 60psi on methanol. Your CR is on the high end for gasoline, it's mild for ethanol, and it's very low for boosted methanol. Methanol is a headache though because the fuel requirements and it being very corrosive. Ethanol is likely a very easy conversion for you, and you may be able to get it at your local gas stations for cheaper than 87 octane. Considering that E85 Alcohol is equivalent to 112 Octane Gasoline, it is very cheap compared to pump gas.
@@SpecialEDy Hi Thanks for the reply and information. The engine was built for pump 98 octane which is readily available in my area so hoping that it works out ok. The engine is 427 ci so with 30psi and E85 would make big power! The whole car would need a rethink with that under the hood haha.
@j.osborne4914 30psi would be a LOT of work. Atmospheric air is 14.7 psi, so at 30psi of boost your engine would have three times the air and fuel going through it, in other words your 427 would actually displace 1281 cubic inches, or 21 liters instead of 7.0 liters. Definitely going to need some serious rods, piston, and crank to handle that. But E85 might give you a 10%-20% boost in power output without any other modifications, and your compression ratio could handle a healthy amount of boost if the bottom end and fuel system can support it. A possibility if you are running an aftermarket ECU is staged injectors, HP Academy has a few videos talking about it. At idle, you'd use your current injectors. At redline WOT, you'd use 100% a second set of batch fired injectors further up the manifold runners feeding E85 or Methanol from a seperate fuel cell. Aftermarket ECUs allow you to blend the two together progressively, which fits perfectly with a centrifugal supercharger. As your boost climbed with RPM, your injectors would also progressively switch from the gasoline to E85 injectors. Or effectively, your octane would rise as the boost rose. E85 and especially methanol have some other neat properties as well. They're less sensitive to AFR, more fuel rich, less likely to detonate, and they soak up a lot more heat than gasoline. Many methanol engines don't require a cooling system, because the engine gets colder under a WOT run. Drag racers running methanol have to idle the engine between runs to get the engine back up to operating temperature, and it will cool below operating temperature during a run. You can also run a stupid amount of extra fuel to cool off the engine and prevent detonation, because E85 and Methanol contain their own oxygen molecules.
@@SpecialEDy My current crank and rods are rated to 1000hp. It made 707 FWHP on the dyno so there is a bit of room to go up but...will see how the car handles the current set up and go from there. There are other things to spend money on before more power is required.
Ahh this reply went on the wrong comment. Someone mentioned height differences between Connor and Joel in another interview. Close is good! We instruct people to do that to help avoid them slowly shuffling away during an interview which is super common. I guess it could also count as romantic bonding, that's up to them I guess although they'd probably both just be happy to settle for an interview only 😂 - Taz.
A boost number is how much restriction there is in the engine Restriction is set up an engine intake valve separation And then there's other restrictions that are manmade by installing everything incorrectly
What? How do you figure boost pressure is a measure of restriction? Say my turbo makes 15psi, can you tell me the restriction of my engine? What is it that you think you're explaining?
@@Kalikewness23 - No. 0 means you have no additional pressure above ambient at the manifold. 100psi means your air charge is above ambient pressure. A single pressure measurement alone does not quantify restriction.
@@wahconah98 ok, 15 Psi means your trying to force that much pressure into your engine, because your engine cannot release that pressure the pistons and valves are the restriction to the 15psi. Which in turns is exited to your exhaust as power then your exhaust system could be a restriction depending on your setup.
@@Kalikewness23 - Still no. And what do you mean by "can't release the pressure?" That's why exhaust valves exist. Your cylinders aren't a restriction; they are the container you are trying to pressurize otherwise your engine won't work. Anything that impedes the flow of air into the cylinder would be a restriction. That said, a single point PSI measurement won't let you quantify restriction because given enough time, the pressure will equalize on both sides of the restriction. The path air takes to get to the cylinder is complicated and there are multiple variables that change over time which affect how efficiently it gets there. PSI doesn't give you any of this detail.
![3000HP, 150 PSI Of Boost | What Do YOU Know About Compound Turbo Systems | Shane T [TECH TALK]](http://i.ytimg.com/vi/1pV_tLbZY0A/mqdefault.jpg)
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TIME STAMPS:
0:00 - Erik Radzins
0:16 - Forced Induction Options
0:34 - ProCharger
0:47 - Turbochargers Vs Centrifugal Superchargers
2:05 - Compressor RPM Limitations
3:11 - Technological Advances
3:31 - One Size Does Not Fit All
5:03 - Efficiencies
5:52 - Supercharger Airflow Adcantages
7:35 - Boost Curves
8:38 - Boost From Idle
9:25 - Variable Cam Timing
9:44 - Superchargerss & Controlable Power
10:43 - Supercharger Packaging
11:54 - Belt Failure Vs Tensioners
12:50 - Belt Stretch
13:18 - 2000hp+ Drive Options
13:43 - Blower Speed Adjustment
15:00 - More Gears Are Good For Superchargers
16:08 - That's Erik!
16:39 - Like, Sub, Watch More, ?, Profit
🙋♂ Take $25 USD off ANY HPA course with coupon code: RUclips25
Enrol now: hpcdmy.co/25offyt
Question?
Have you looked into using the petal style of throttle body and run draw through to improve efficiency?
The german aircraft ran that and saw great benefits at partial throttle as the air entering is already spinning fast and offloading the impeller.
The gears appear straight cut spurs. Would recommend helical because they are quieter, and stronger. They can be arranged so their thrust helps counter the impeller thrust. If spline-connected to the shaft so they can slide, it’s possible for them to dampen torque pulses. Cheers
Erik is a very well spoken individual, he appears to understand not only his product, but the industry asking for his products. Excellent interview, I'm predominantly a turbo guy but these Prochargers are badass!
Andre is a great interviewer. From the questions he asks to how he presents the questions, wording them in a way that people of different levels of knowledge can understand.
Wether or not the responses are "friendly",,, lol,,, that’d be out his control.
I like listening to HPA podcasts while I’m driving on a trip that’s more than 30 minutes.
All those 1-2 hr shows help pass the time as well as stimulate the grey matter ;)
Thanks so much for the feedback mate! Really glad you are enjoying the TunedIn Podcast. 👍🏻 - Ben
Best Motorsports related channel on RUclips period. Every interview is always great.
The guy knows what he's talking about. Thats what makes the difference.
100% truth, I wanted to say the same.
And I still cannot believe these guys do not have millions subscribed!
Thanks for the support man! The whole team here appreciates it. - Ben
@@hpa101
Legends. It isn't exaggeration though. Always well laid out courteous and informative videos.
I would say only Stephan Papadakis would be similar in terms of bam - short video with well explained cutting edge info - all killer no filler.
Nice to hear kiwi accents online too :)
Love my Procharged Integra. No one is expecting that noise from a 4 cylinder.
I've always found supercharged 4 cylinders interesting, a friend of mine had a Jackson racing blower on a k series in a little EG and it was Hella fun. What kind of power you making?
Haven’t dyno’d it but figuring around 450wheel
That would be Rad to hear,, I just like fast.. I drive old American cars,, Dodge.. but I don't judge, fast is Awesome,
Would it beat my mini ???
ruclips.net/user/shortsjWoEr_yIkQ0?si=dXSoztOllh05sQRB
G'luck fitting that mechanical drive charger setup into anything besides a funnycar style dragster.. lol whst engine bay has that much room without pushing back the engine ect ?
I hope people can appreciate how damn hard such a good info packed impromptu interview such as this, is to achieve! Well done!
i learned so much about superchargers in this video and Im not even an engine guy, im a suspension guy lol
HEY THATS ME! Thanks again for the video guys! See you all again in Vegas?!?!?
You bet! Thanks again for your time mate!
Probably the best channel for motorsport knowledge, Andre is the best I've seen over the years.
Thanks for the support 😎
That's why I love this channel. Lot's of good information. Hope to see a similar interview with screw blower manufacturers.
These interviews are lethal, it's clear everyone's a pro
Great video! Erik does a EPIC job explaining the power and performance ProCharger offers!
They're only one of many.
I am always amazed at how well you conduct interviews.
Considering this concept for racing goes as far back as the 1950's with the Potvin Superchargers, there has certainly been massive advancements with the new metals, fuel delivery systems, and the engines themselves.
Advancing the technology? Fuel injection and electronic timing made the biggest impact to making any of this possible. I have a supercharged Pentastar with a Vortec in it that puts out 608 hp and it's quite amazing.
@@dannysdailys I work with a couple of vintage racers here in California, mostly just doing fabrication on bodywork. There's been two that have come through this summer building Potvin blown cars, one is a small block Chevy and the other a flathead Ford. In the shop next door is a Camaro with 500+ cubic inch Procharged engine. We looked at the dyno info for both the 1960's Potvin Chevy and the Procharged engine and the curves for torque are very similar. Much higher in the modern engine of course, but different that with a belt driven blower. I'm not well versed in making sense of that sort of data, but I remarked about how similar it was to each other and even the guys with the dyno had to take a look.
It originally goes back to the 1930's with aircraft engines, although they were trying to keeping intake air density as close to sea level to maintain power output.
Miller used centrifugal superchargers for some Indy engines in the 1930's then built the Novis in the 40's with them. a brute force approach but you have to start somewhere.
@@jamesgeorge4874 Wasn't it Willey Post that did his flight at something like 30K feet in a pressurized flight suit and early Supercharging? California to Ohio if memory serves me, 1935-36.
Damn, brilliant as always. Guessing CVTs couldn’t handle the force to make variable speed a possibility.
They can handle loads of force, but I think the belt would expand outwards at that kind of crazy RPM and bugger up the ratio.
ProCharger does actually have a compressor you can buy with a programmable CVT gearbox, called the 'i-1'. Or at least they did anyway, I haven't heard anything about it in a while, honestly might not have sold too many because it was a little more expensive of course and, honestly, the "need" for more boost down low out of centrifugals is a bit blown out of proportion for most applications. It's for street car stuff, I don't know how far anyone has pushed the i-1 but ProCharger says they're good for a max of 900HP.
@@bennyb.1742 I would imagine the CVT would be used before a gearbox that reaches the crazy speeds. Basically run it so it can shift the input speed to the gearbox 1/3RD up or down from crank speed. Allowing it to be under driven under driven at idle and low load cruising then to be over driven to get the compressor into its efficiency range when the engine RPM is climbing.
@@bennyb.1742 they can’t, where are you getting your info from
CVT driven centrifugal blowers have been made. Major example was the Daimler Benz DB605 built by Germany during WW2. In that case the blower was driven by a fluid coupling, varying the amount of fluid (engine oil) in the coupling gave variable speed.
A simpler and more reliable option is to use a multi speed gearbox. Most WW2 plane engines were set up that way, usually two speeds were available shifted by clutches.
The reason they went to the trouble in both cases is so that the superchargers could compensate for higher altitudes by increasing the drive speed.
Our of morbid curiosity, I'd like to see a ProCharger on a Cummins. I've always done compounds, but the kid in me wants this
@@shaynekirby9117 Even better, what you can do is have a sequential setup with a centrifugal supercharger feeding into a larger turbo, so that the centrifugal is just there to eliminate turbo lag at low RPM and spool the larger one faster. You could do the same thing with an electric turbo. This would create a lot of boost but if you already have a turbo, it’s probably easier to just install an anti lag system with compressed air feeding the exhaust and spooling the turbo faster
First time watching a video. This guy is great at interviewing people.
I'd love to see one of these on a big ported rotary. It'd free up so much restriction from having a turbo having off the exhaust. The sound of the old supercharged 20B Mazsport FC RX7 was insane.
A centrifugal supercharger is basically a turbocharger without the exhaust turbine, so it’s driven off the crank. Well there’s no reason why a turbocharger can’t also be driven off a crank as well, so they can ‘crank’ plenty of air before exhaust pressure builds up on the turbine & so, using the benefits of a variable gear drive, can also put power back into the crank. This is called turbo-compounding & was popular in aero engines in the immediate post-WWII period & some trucks today
If I ever have the money to blow , I'm definitely going with ProCharger..... Been a fan of their work since day one.
I would love to see someone experiment with driving a centrifugal through a cvt to always keep it at optimum rpm and desireable boost
Procharger already did it with the Idrive
I think that's what Messerschmitt did back in the 1930s. Variable hydraulic drive.
Love this, never been that intrested in "super chargers" but this was very interesting. Again presented well and helped pick up the more "tec" bits for those not in the know. Thanks 😎😎✌✌👌👌👍👍
Roots or Twin Screws deliver a wide flat torque curve, much more useful in the real world than the peaky delivery of a centrifugal. This coming from an owner of 2 centrifugally blown cars that I love.
every time i drive a roots or screw car, its almost unusable on the street. you give them more than h 30 or 40% throttle and they just want to blow the tires off. every centri ive driven is basically like a NA car until you cross the RPM threshold for boost. if im cruising on the interstate at 70 mph, i dont want to be making 2 or 3lbs of boost because of my gearing since im in a manual. they come on line when you really want to put the pedal down. i used to be a roots guy but now im a centri guy because ive been able to experience both several times now on different platforms and ive just come to favor centris.
@@Day1Mechanic Yeah it's a bitch having all that power available low in the powerband. In lower gears it takes some throttle control to reduce wheelspin but in higher gears you can mash the pedal at any RPM and feel the joy. I rode 170 HP literbikes for a decade and you can't give them a lot of throttle @ lower PRM in the lower gears or you'll land on your head. It was fun then and it is fun on 4 wheels as well.
As for cruising on the highway, the Maggie HB TVS2300 has a bypass valve that eliminates boost and parasitic loss at small throttle openings and light loads.
@@scudzuki I'll take a pd blower over anything.. In a race, the pd blower car just takes off way faster n is hard to beat.. Reason why most 3 second cars (1/4 mile) use pd blowers..lol
@@P71ScrewHead Yep, I want to ride that fat wave of torque from 2000 RPM to redline! This is why I have a Magnuson TVS2300 twin screw I'm installing on my LS7 ('11 Z06)
@@scudzuki The LS7, my favorite Chevy engine of the LSs.. Do you have the head fix or replaced with CNC heads?? Give it the beans man, smoke them tires..lol
Thank y’all!!! Love the deep information.
Thanks for watching 😎
Enjoyed this interview, solid information delivered in an easy to digest manner.
Thanks mate! Love you are still watching. Long time fan right there. - Ben
Had a 99 Mustang Cobra i put a ProCharger Super Charger on it in 2000 and it was a beast when need be, but also a great daily driver...
I love listening to guys that really know what they are talking about , very knowledgeable guys .
Very good discussion. A lot of clarity in this.
Oh wow, I didn't know that! These superchargers only spin at 1/2 or 1/3 the speed of exhaust driven turbochargers. That is a huge difference if the compressor wheel spins at 180000 rpm or just 75000 rpm... 😲
And btw: using a "Winters quickchange" style gearbox is quite genious for changing the ratios... 👍
That was a great interview!
I’d love to supercharge my old kent 1600 crossflow.
One can only dream🤜🏼🤛🏼😎🍀
Saw these Prochargers in person at PRI this year and was fascinated by them. really cool technology that honestly makes a lot of sense too
Also another cool factor not mention. No oil lines from engine. They have there own oil.
That's exactly why I went with pro charger. Contains its own oil! Didnt want to tap in to the oil pan
I'm so old I can remember when ATI/ProCharger was the only company to offer an intercooler SC kit. The rest followed 💯
Really good interview. Knowledgeable and personable guy. Excellent
Damn, this guy knows his stuff! Great interview
Enjoy this video very much!!! 👍
Knew a lot of the stuff already, however technology moves on .
(I swear I saw something very similar to this, on a Schmidt 109. Just 2 Speeds though.)
The guy is so good, he sold me on looking into more information.
Anyway to get one on my '95 7.3 powerstroke diesel?
I have a new idea, a normal complete turbocharger that is crank opperated via a cvt belt driven to spool the turbo at low rpm and with a free wheel mechanism, so when the cvt cannot go faster the exaust flow pushes the turbo. In other words replace the electric motor of the turbo of an f1 mercedez with a cvt, free wheel and pulley connected to the crank shaft and obtain instant response and peak power like never before
Great video thought i new most everything about aspiration but I learned something new. HP academy is a great place to learn if ur new to motor sports or a vet. Iv Taking many hp courses like to take more soon as I have the time.
Thanks HP academy
I have a Procharger D1-X on my 2020 Mustang GT making 770HP at the wheels at Palm Beach Dyno. I don't like the Procharger Blow-Off Valve that came with the kit. It's very bulky, it's not very snappy. Although their blowers are fantastic, get a Tial or equivalent to fix normal drive ability issues.
So, is there an improved tensioner for FBody with D1SC? Even my 8 rib is a bit inconsistent.
#1 no hot gas....
#2 works like a supercharger.
#3 less plumbing
#4 see number 2... Tuning ability and reliable. Easy install. 💥
I would like to see why on street outlaws tv several times guys running prochargers on chevy's broke multiple input shafts in a few nights of racing. What caused this and has it been fixed.
I’ve always wanted to see a big twincharged setup with a tubular header exhaust manifold with wastegate priority and small turbos, and a centrifugal supercharger for the top end.
Look up Packard Performance, they have a twin charged Turbo & Centrifugal charger set up on their 2.0l 4 cyl Pro R side by side. It is insane
good stuff quality info
Cheers mate, glad you enjoyed this one 😎
I love my Procharged 13 mustang gt. I’ve daily driven it for 140000 miles and counting.
I have a ve alloytec engine (with new timing chains lol) I have a v3 sealed trim capa supercharger with big intercooler and running a 10psi pulley and getting 335 kw at the treads at 6500rpm limited about to install a haltech to solve some fueling issues. As is I would say it's similar to a big v8 so much fun to drive and very street able. I would recommend great tensioner and very precise bracket and pulley orientation and it's awesome
I have a centrifugal on my 2020 mustang gt. It's awesome but I should've got a pd blower. For my driving style I've always liked the down low power (which the coyote does not have at all)
Install a 3600 rpm stall, I'll fix that issue. 😁
@@yamakasi5792 hahaha. I see what you're saying but I have a manual. My left foot is my stall converter. With that being said I rarely launch it. I have faith the ole' shitty mt-82 in my car will hold up but they sure do grenade a lot.
Great questions and answers. No time wasted. Thank you.
Andre does such good interviews. He does the Kiwis proud.
I’d like to see a Procharger/turbo compound 2JZ. I bet there would be zero boost lag if set up properly? Could it be done???
Pro-charger’s are great and all, but I’ll take the properly sized turbo setup 9 times out of 10
Great video, but if the centrifugal design is my efficient then why are the top fuel dragster designed with a screw
Really enjoyed this one 👍
I had a spinner in my 911 race car.
But I have to confess, after driving turbocharged cars: turbos are better!
I always enjoy these interviews, thank you!
That said, between a standard roots/screw blower and a turbo, a centrifical supercharger does kinda sound like the worst of both worlds. I'm sure it definitely has its's place mostly in uber high hp very custom drag applications (and sales back that up) but doesn't look like a good fit for more "street" or circuit applications. Still, awesome tech.
Having driven 5-600 hp v8s with both TVS and centrifugal blowers, i think putting it that way kind of glosses over parts of each type of blower.
The TVS mustang was absolutely brutal to drive. Very hard to control due to the huge amount of torque available down low. Not a bad thing to have a broad torque band, just hard to drive.
The centrifugal makes little boost until you get some speed into it. Sure, it's disadvantaged, however, it does have awesome driveability. Plus if you want boost, just downshift once or twice. You're going to be at higher RPM when you want the power anyway.
@@crackpotfox yeah i mean it's still gonna be making half boost at half rpm right? just seems to me like a waste at anything under peak rpm which is where a street car lives often. and probably a reason every oem in the past 20 or 30 years has only gone with PD blowers. plus the sound is hard to beat
@biruitor1680 I mean, at WOT, are you at half rpm or full rpm? I'm usually at the top half of the rev range at wot.
The lower boost at lower RPM could be an advantage for a street car, less boost means less fuel used (as less air is flowing) and also less torque needed to drive the supercharger, so your fuel economy will probably be quite a bit better than a PD blower.
Of course turbos also have this property. And they are cheaper, no super high speed gearbox required.
@nerd1000ify To be fair, modern (as of like 30 years ago) pd blowers use a bypass valve that essentially disables boost unless your throttle is open enough.
And turbos are certainly not cheaper. Look at turbo kits vs centrifugal kits. Centri supercharging is cheaper than a turbo setup or a PD setup, unless it's chinese junk.
So what procharger do I need for my stock 5.3 with long tubes
Very informative. I won't use it on my Challenger Scat Pack but maybe on my Ram1500.
Great stuff, love the in-depth content. 👍
I have a 4 speed 200r4 but with 4.30 gears a Turbo or PD Blower would leave me with a ton of traction issues in 1st and 2nd which would suck since I daily my car. Centrifugal is the only way to go if you dont want to be punished for aggressive gearing.
So riddle me this, which is a better way to go? SuperCharger or TurboCharger?
I always get miffed when i hear people talk about parasitic drag. A turbocharger has parasitic drag, via pumping loses on the exhaust stroke. Centrifugal especially and Twin Screws even are very close to turbochargers in terms of efficiency.
Can you prove this?
Turbos use more heat energy than mechanical drive energy. Therefore less parasitic loss
@josephschaefer9163 Not exactly. Pressure, temperature, and volume are all the same thing.
A turbocharger generates exhaust backpressure, whereas a performance exhaust on a supercharged or NA engine generates scavenging(vacuum). Typically, the backpressure on a turbocharged engine is anywhere from 1.5 to 3 times the amount of boost generated by the turbo, with the center of that range giving the best balance between turbo lag and undersized turbo. The backpressure means that the piston has to exert energy in order to force exhaust through the turbo on the exhaust stroke.
So, an NA engine has a parasitic loss or pumping loss, drawing in air on the intake stroke. A supercharger has a parasitic loss spread out over all 4 strokes. A turbocharger has a pumping loss on the exhaust stroke.
Turbochargers and superchargers are both more efficient than piston strokes at moving air. This means that a 6 to 1 compression ratio engine with 15lbs of boost will have an effective compression ratio of 12 to 1, and will be more energy efficient than a similar NA engine with a 12 to 1 compression ratio. Because, the forced induction device is more energy efficient at compressing air and pumping air than the intake or compression stroke of a piston. In other words, superchargers and turbochargers have overall less pumping losses than a similar horsepower NA engine because the pumping loss savings offset the power to drive the compressor/blower.
But turbochargers nonetheless leech power from the engine, directly from the crankshaft via the exhaust stroke. This is more efficient than a supercharger, but not as much as you'd think. When I was looking through compressor maps trying to size for my 4.0L, at 15lbs of boost a twin screw supercharger would require about 40hp at redline, a centrifugal supercharger would require about 35 hp at redline, and a turbo would require about 30hp at redline.
@@josephschaefer9163 Roots style blowers are really terrible, absolutely no competition between a Roots Supercharger and a Turbocharger. However, Twin Screw superchargers and Centrifugal Superchargers are much closer to turbochargers.
What is your take on the up and coming GSS belt driven Centris 🤨
Did you not have to change to colder plugs when adding the blower and fuel system?
Im excited. I just purchased an f1x and am ready to get going again.
Hope you enjoy diving into it! - Taz.
@@hpa101 honestly I don't know if I will keep it, I traded for it, I gave them my 02 roller c5 z06. What I really want is to trade it for a nice TT kit because I prefer turbo over supercharged all day long. I just needed to shut the wife up about the z06 rotting away.
haha 'happy wife, happy life' moment eh! I'm sure you will figure it out. Part of the fun of all this is owning and trying different things. I'm sure a deal will come up on something you prefer down the line, and then when you get bored of that you will see something else different again in the future that tickles your fancy 😎 - Taz.
@@hpa101 the shit is fun man. I went from a stock ls6 with the sts twins on it to a Ysi with a built 403 ls2 running 18 lbs. Blew it up and sold off the ysi and let the Vette rot since 2011....now the urge is back....I'm the old fella in a Vet that kids laugh at....till I hit them with 1k rwhp. That's the fun part.
ProCharger had no idea how to make their blower work on my LS swapped 57 Chevy BelAir. I had to spend $1000.’s fixing their work and brackets.
Would a prochargeer work on a 13b pp high compression motor?
you could, but it's not ideal, full PP is engineered to make more power at high rpm because of the overlap, kinda like big cams, you would need to change your engine completely by using side port and maybe semi pp, also use less compression rotors
I wonder if you could belt drive a turbo?
One thing in question is what supercharger works best upon high boost loads and not put a significant amount of wear and tear on the block internals like the crank main bearings....how come this wasnt covered?
Great video, very informative.
I want to know about the fuel amd if I need better injection
Thanks very informative.
What about the old mechanical turbos that switch into gas driven at high RPM
Cool but what would be cooler is a supper-turbo like on EMD 710's you get the best of both worlds just imigine the awesome response of a supper charger and the efficiency of a turbo.
I really need to know if there’s a way I can supercharge my 560SL. It’s got the M117 V8
Could someone explain why I wouldn’t want to use a wastegate to regulate boost on a d1x procharged forged internal ls7? I like the idea of spinning the procharger faster and bleeding off the boost once it hits a certain target psi for much more midrange power and street-ability similar to a turbocharger powerband but without the lag. (D1x max psi is 32 I’m planning to target 15 psi)
You could of your ECU supports stuff like that and you have a CO2 bottle to open it.
very interesting ,drivability looks to be main win , great for rallying i would think . no mention of of actual efficiency ,as in fuel in for power out vs the exhaust driven turbo ,which is using some heat rather than just dumpnf it asap . and do they need blow off ,or recalculation valves ?.
Twincharger ftw!
I would find it interesting driving a turbo using water pressure in a boat fitout. There is a tonne of force in water flow under the boat. Thought?
Not working. The turbo needs to spin very fast in order to work. Water flowing under the boat has a lot of energy but the water flow is not that rapid. You need a step up gear box to spin the turbo up to its operating rpm.
depends on ratios i you would be surprised on how fast it would spin @@catchnkill
The interview is awesome! I have a question for you guys. Was ever produced, or is there anyone testing a procharger and turbo hybrid? A procharger with exhaust housing of a turbo. The speed of the procharger is dictated by engine speed, like a procharger, but the exhaust gasses are scavenged by the procharger or the exhaust gases helps drive the gears of the procharger and effectively the engine?
If not, can anyone really produce a high quality one and share the results?
Locomotives have turbos with some sort of drive with an overrun clutch for starting and low speed efficiency
Can you run centrifugal sc with a manuel trans ? I can be full throttle at 2500 😅
Procharger + 50mm blowoff valve = scaring all the children / parents @ the park.
I wonder how many of these are fitted to diesel motors, i imagine they would be very effective
my guy reporter knew his stuff, makes the interview so much better
Appreciate that! Thanks for the support 🤘
Imagine the newer civic type R has a procharger instead of a turbo and still revs to 8k+ I think it will solve all it's inherent cooling problems
Yes it would by vaporizing the engine completely.
Centrifugals run away cooler. Also no shared oil for the coolant to have to cool down. No heat soak. No heat from back pressure. Kraftwerks makes centrifugal Supercharger kits for civics. It's very possible
I have a centrifugal charger on my Yamaha side by side
Coated pulleys are available now for less slip.
A engine it’s basically an air pump. (But sometimes you want more power.) So you add a much more efficient air pump to your air pump, so that your air pump pumps more air.
🤦♂️
Because piston engines can change rpm quickly.
What should i get for my 2jz ge vvti supra? Centrifugal supercharger or maybe and sc14 or Garrett gt17v variable geometry turbo? I want to save stock compression or maybe lower it down to 10:1, im going 350/400 hp build
It comes down to how much money you want to spend and what you want your torque curve to look like. I would go with a belt-driven supercharger simply because you're not going for crazy hp numbers and it's not something you see very often on a 2jz. You'll be the coolest kid in the neighborhood and it will be very reliable.
You don't just slap on a procharger dude. Rather contact procharger about doing a a procharger
Have you seen any JZ setups with frank driven superchargers?
The guy on the left said something innaccurate @ youll hear the guy say that the turbo would be floating the shaft on oil but this is only prevalent in journal bearing turbos
I have been running one for years. These things just flat work. Power is instant. Daily driving no problem.
Been running my procharger for 7 years.Very reliable.
Heck ya
7 years on a 3v Mustang.Reliable,driveable h.p.
I live in Austin Texas who could I contact to talk about an application
We don't sell these sorry. You can get in touch with ProCharger via sales@procharger.com or give them a call, their number will be on their website - Taz.
I'd like one on a Barra.
What if you ran it off an electric motor? No parasitic drag. Could put it in any position
I allways thought, in terms of power, its turbo charger > screw charger > centrifugal charger. Isnt that right (anymore)?
Power yes. Response and Drivability no. Much less stress stretch on engine internals since there is no surge in power from it being linear. Small VGTs improved response but a centrifugal will out flow it. You'll have to run two turbos in sequence.
For turbos, lag has not been solved for that's why Audi is using electric turbo to spool before the turbo. Volvo and KOENIGSEGG is doing air injection on to their turbos to prespool them
Similar to pro charger look at crank driven superchargers in wave runners or personal water crafts
Ive been thinking about the possibility of a procharger (the car doesnt really need more horse power probably) however my engine was built to be NA and runs a compression ratio of 11.9 to 1. I was wondering given how the Procharger builds boost if this would be a problem. Also is extra ring gap required similar to other forced induction? I guessing it is...
Yes, you'd need extra ring gap just like any FI build.
As for compression, your engine is perfect for Ethanol. If you go do some research after reading this, your compression ratio would suit about 30psi of boost on E85, and 60psi on methanol.
Your CR is on the high end for gasoline, it's mild for ethanol, and it's very low for boosted methanol. Methanol is a headache though because the fuel requirements and it being very corrosive. Ethanol is likely a very easy conversion for you, and you may be able to get it at your local gas stations for cheaper than 87 octane. Considering that E85 Alcohol is equivalent to 112 Octane Gasoline, it is very cheap compared to pump gas.
@@SpecialEDy Hi Thanks for the reply and information. The engine was built for pump 98 octane which is readily available in my area so hoping that it works out ok. The engine is 427 ci so with 30psi and E85 would make big power! The whole car would need a rethink with that under the hood haha.
@j.osborne4914 30psi would be a LOT of work. Atmospheric air is 14.7 psi, so at 30psi of boost your engine would have three times the air and fuel going through it, in other words your 427 would actually displace 1281 cubic inches, or 21 liters instead of 7.0 liters. Definitely going to need some serious rods, piston, and crank to handle that.
But E85 might give you a 10%-20% boost in power output without any other modifications, and your compression ratio could handle a healthy amount of boost if the bottom end and fuel system can support it.
A possibility if you are running an aftermarket ECU is staged injectors, HP Academy has a few videos talking about it. At idle, you'd use your current injectors. At redline WOT, you'd use 100% a second set of batch fired injectors further up the manifold runners feeding E85 or Methanol from a seperate fuel cell. Aftermarket ECUs allow you to blend the two together progressively, which fits perfectly with a centrifugal supercharger. As your boost climbed with RPM, your injectors would also progressively switch from the gasoline to E85 injectors. Or effectively, your octane would rise as the boost rose.
E85 and especially methanol have some other neat properties as well. They're less sensitive to AFR, more fuel rich, less likely to detonate, and they soak up a lot more heat than gasoline. Many methanol engines don't require a cooling system, because the engine gets colder under a WOT run. Drag racers running methanol have to idle the engine between runs to get the engine back up to operating temperature, and it will cool below operating temperature during a run. You can also run a stupid amount of extra fuel to cool off the engine and prevent detonation, because E85 and Methanol contain their own oxygen molecules.
@@SpecialEDy My current crank and rods are rated to 1000hp. It made 707 FWHP on the dyno so there is a bit of room to go up but...will see how the car handles the current set up and go from there. There are other things to spend money on before more power is required.
What’s a ‘compreessor’?
A device for compressing air in this case - Taz.
@@hpa101 you must mean for compreessing air
Sure.
Did these two get a room after this interview?! Whoa!
haha yes quite a dramatic difference in height there! Similar to Andres interviews with Scott Hilzinger 😂 - Taz.
@@hpa101 I just meant they were standing very close the whole time lol
Ahh this reply went on the wrong comment. Someone mentioned height differences between Connor and Joel in another interview.
Close is good! We instruct people to do that to help avoid them slowly shuffling away during an interview which is super common. I guess it could also count as romantic bonding, that's up to them I guess although they'd probably both just be happy to settle for an interview only 😂 - Taz.
Interesting and informative 🇯🇲 💯
A boost number is how much restriction there is in the engine
Restriction is set up an engine intake valve separation
And then there's other restrictions that are manmade by installing everything incorrectly
What? How do you figure boost pressure is a measure of restriction? Say my turbo makes 15psi, can you tell me the restriction of my engine? What is it that you think you're explaining?
Psi is a measure of pressure on the intake. If it was 0 that means no restrictions, if 100psi means air is restricted.
@@Kalikewness23 - No. 0 means you have no additional pressure above ambient at the manifold. 100psi means your air charge is above ambient pressure. A single pressure measurement alone does not quantify restriction.
@@wahconah98 ok, 15 Psi means your trying to force that much pressure into your engine, because your engine cannot release that pressure the pistons and valves are the restriction to the 15psi. Which in turns is exited to your exhaust as power then your exhaust system could be a restriction depending on your setup.
@@Kalikewness23 - Still no. And what do you mean by "can't release the pressure?" That's why exhaust valves exist. Your cylinders aren't a restriction; they are the container you are trying to pressurize otherwise your engine won't work. Anything that impedes the flow of air into the cylinder would be a restriction. That said, a single point PSI measurement won't let you quantify restriction because given enough time, the pressure will equalize on both sides of the restriction. The path air takes to get to the cylinder is complicated and there are multiple variables that change over time which affect how efficiently it gets there. PSI doesn't give you any of this detail.