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Buy with confidence!
If for any reason
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We ship world wide.
All international
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Tuning Turbo and Supercharged Engines
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MSD Distributorless Ignition System (DIS) ignitions
feature the race-proven capacitive discharge,
multiple-spark design of the MSD 6 Series ignitions.
Each spark of the MSD Digital DIS Ignitions is
packed with up to 115 millijoules of spark energy,
resulting in more efficient combustion to produce
more power. This is especially important on
boosted engines, where the spark can be blown out
at high boost levels. MSD engineers included MSD’
s proven multiple spark discharge feature to
improve low-speed throttle response, smooth out
the idle, and stop low-speed spark plug fouling.
This race-tested design produces a series of full-
power sparks that last for 20 degrees of crankshaft
rotation to ensure complete combustion of the fuel
mixture.
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In this section we’ll go over how to supertune a super/turbocharged engine. We’ll restrict the tuning
to items we can alter without cracking open the engine. As we get into cam choices and head and
port work, at some point they’ll affect both performance and reliability, so we’ll save that stuff for the
next chapter.
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This view of the GM Vortec I-5 engine
is with the piston at TDC on the power
stroke. You can see the exhaust cam
is rotating to open the exhaust valve.
As you can see, the intake and
exhaust are very smooth and efficient.
The factories do not leave much on
the performance table these days. The
easiest way to increase power is to
add boost.
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In the broadest sense, you can only increase the power output from an internal-combustion, four-
stroke engine by: increasing the force of the power stroke, reducing friction within the engine, and
reducing rotational inertial losses and parasitic losses from driving external accessories. That is
really all there is to it, in spite of all the hype from performance product advertising. Of course,
theory doesn’t always line up with reality.
For super/turbocharged engines, the basic strategy is the same: stuff more air and fuel into the
engine and light it off at the optimum time in the compression stroke in order to maximize the
average pressure in the power stroke. The tactics, of course, are different for each method of
pressurizing the intake.
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Making more power means flowing
more air, but it also means delivering
more fuel. Stock injectors have a
limited reserve of fuel flow to
compensate for atmospheric pressure
variations. When you pump in more air
than the stock injectors can match,
then you have to find ways to deliver
more fuel. Larger injectors or higher
fuel pressure across the injectors are
some of the tactics available.
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For crank-driven superchargers, a popular method is to install a pulley that’ll spin the compressor
lobes faster, which in turn increases the boost pressure. The trick, of course, is to get a set of
pulleys that don’t spin it too fast, which will merely heat the air and expand it, reducing density.
You can also step up to a more efficient supercharger unit. The latest Eaton units are efficient for
Roots types, but the Lysholm superchargers on the market are even more efficient. Moving to a
more efficient compressor allows you to increase the density of the charge and therefore add more
fuel to create more heat and pressure in the cylinder. Hence, the average pressure goes up, and
you get more power to the crank.
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For turbocharged cars, you can get boost controllers that will override the factory settings and let
the turbo build more boost. If the system is intercooled properly, you’ll get more mass airflow into
the engine. Better yet is to step up to a high-efficiency turbo unit that supplies more boost and
mass flow with less heat. Check HKS, GReddy, Turbonetics, Innovative Turbos, and other sources
in the buyer’s guide for the very latest upgrades. Keep in mind that if you add mass flow, you’d
better make sure you have the fuel delivery to support it; otherwise, you’ll trash your engine, quickly.
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Intercoolers:
Do they Really Make Power?
Intercoolers are a hot topic (excuse the pun), and in addition to turbos, crank-driven superchargers
can benefit from intercooling. Magnacharger’s Radix System is an example of an aftermarket kit that
uses an intercooler. The Radix System uses an air-to-water heat exchanger placed between the
compressor and the intake ports. On a centrifugal supercharger, you can use an air-to-water
intercool or an air-to-air unit. Centrifugals have this design flexibility, where a Roots or Lysholm type
doesn’t.
Most enthusiasts have a misconception regarding intercoolers of both crank-driven superchargers
and turbochargers. The common wisdom is that intercoolers make power by increasing the density
of the intake charge. While it is true that the density is increased, it is also true that you get a
pressure drop on the other side of the intercooler. Some of the pressure drop is caused by friction
from the air having to bounce around through the small tubes of the heat exchanger, but most of it
actually results from the charge being cooled. When the charge is cooled, the density is increased,
so the same mass takes up less space and therefore exerts less pressure. Remember the Gas
Law?
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Anyway, the key here is to think in terms of increased mass flow. An intercooler can raise the
density of a given amount of air, but density is only how much of something you have in a given
space. In other words, the intercooler takes 1 unit of air that is taking 2 units of space before the
heat exchanger and turns it into 1 unit of air that takes up 1.5 units of space. You still have only 1
unit of air, but it is now only occupying 1.5 units of space; therefore its density has increased, but
its mass hasn’t.
Even though the charge air density has increased, the amount of air has not. If we had one pound
of air taking 2 cubic feet of space before the intercooler, then after the intercooler we now have one
pound of air taking up 1.5 cubic feet of space. The conclusion here is that the intercooler by itself
doesn’t increase the mass flow entering the engine. So the answer to the question that heads this
section is no, intercoolers by themselves don’t make power.
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What intercoolesrs do is allow you to tune for more power. With a cooler intake charge, the tuner
can choose the temperature of the charge air in the cylinder before it is compressed. This is critical
in designing your system, because each fuel has a temperature at which it will ignite. Gasoline
ignites on its own at a little over 500 degrees F, but this varies slightly with the octane rating. What
you strive for, then, is to cool the charge to a specific temperature, so that when it is compressed
and heats up during the compression stroke, it will be at a specific temperature when the ignition
sparks. As you can probably see, the more the air is compressed (remember the Gas Law), the
hotter it will get. This is why compression ratio is so important with a boosted engine – but more on
that later.
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Stock turbocharged vehicles have
preset boost pressures. These are
lower than the boost pressure the
turbocharger is capable of. This
means that you cannot obtain any
further boost pressure than the level
already set. Installing variable boost
controls allows you to use the full
capacity of the turbocharger. Several
manufacturers make these units. The
one shown is from GReddy.
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The GReddy PRofec B-spec is one of
the simplest, easiest-to-use electronic
boost controllers on the market. The B-
spec uses a twin-solenoid valve control
motor and features two presets labeled
Lo and Hi as well as a balance knob to
alter the wastegate boost response.
This unit also can be used with both
factory integral actuator type or
external poppet-style wastegates. It’s
good for twin and sequential turbo
setups and is compatible with
GReddy's Remote Switching System.
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Previous | Next
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This has been a sample page from
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Sport Compact Turbos & Blowers
by Joe Pettitt
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Lightweight and high-revving, sport compacts are today’s most
popular cars. They have developed a cult following among today’s
youth and are fueling a multi-million dollar industry in modification
parts and equipment.
While most owners of sport compacts can afford the simple bolt-
ons available, some owners want to take their modifications a step
further. There is intense competition to be the fastest, and quite
often the only way to win is to go to the next level – by installing a
supercharger/blower or turbocharger on your engine.
This book is an enthusiast’s guide to understanding and using
turbochargers and superchargers on sport compact cars. It
covers the basics of each system and compares their pros and
cons. Building and tuning small-displacement 4- and 6-cylinder
engines to maximize performance and reliability with forced
induction is also covered.
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Click below to view sample
pages from each chapter!
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Chap. 1 - Exotic or Practical
Chap. 2 - Supercharging
Chap. 3 - Roots Blowers
Chap. 4 - Centrifugal Blowers
Chap. 5 - Turbocharging
Chap. 6 - Turbos & Compacts
Chap. 7 - Tuning for Boost
Chap. 8 - Building Engines
Chap. 9 - History
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Softbound
8-1/2 x 11
128 pages
300 black & white photos
Item: SA89
Price: $18.95
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Click here to buy now!
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Other items you might be interested in
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Turbochargers
How to select and install the correct turbo for big or small
horsepower gains. Discusses turbocharger design, sizing,
matching, controls, carburetion, exhaust, ignition,
intercooling, marine and high altitude applications. The most
comprehensive book available. Turbo suppliers and kit
maker addresses are included. “Everything you could possibly
need to know about turbochargers for automotive applications
is in this book.
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Price:
$18.95
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Engine Management: Advanced Tuning
Engine Management: Advanced Tuning explains how the EFI system
determines engine operation and how to change the controlling
parameters to optimize actual engine performance. This book takes
engine-tuning techniques to the next level. It is a must-have for tuners
and a valuable resource for anyone who wants to make horsepower
with a fuel-injected, electronically controlled engine.
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Price:
$22.95
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Shipping is combined and discounted for multiple item purchases!
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MRE
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