I'd go for a turbo application. More efficient as it's not taking energy from the crank but using exhaust gasses.
Power delivery with a crank driven charger might be smoother but with a correct sized turbocharger spool up times and "lag" will be minimal.
Do you know where the best place to get it fitted is? And roughly how much? cheers
Thats a bit of a myth TBH mate, in terms of while the turbo is producing boost anyway.
Still loses power just the same really to drive it.
I love how mine drives with the turbo.
Turbocharged applications do lose some power due to the higher exhaust backpressure made by the driven turbine. But these losses are quite lower than the mechanical losses made by a supercharger (up to 40 KW depending on application). If you look at a combustion engine as a thermodynamic system, you'll see that the point where the exhaust gasses are removed from the cylinder is a isochore heat/enery removal. The dynamic/thermal energy of the exhaust gasses will not be "recycled" on mechanical charged and N/A applications. When comparing the thermal efficiency, the turbocharged system is better as a part of the energy losses are used to pre-compress the fresh air.
The higher EBP can be compensated (under certain circumstances) by the higher pressure in the cylinder after the decompression.
No you wont, you will need new rules of physics. FLOLTo get a mechanical charged system more efficient than a TC'd application you'll need far more engineering/dimensioning work.
Not sure I follow what you are on about there?
At what degree of crank rotation from and to are you referring to?
No you wont, you will need new rules of physics. FLOL
To drive a turbine, you'll need a positive pressure delta between turbine inlet and outlet. The outlet pressure will theoretically be atmospheric pressure. The inlet pressure is (theoretical again) the remaining pressure in the cylinder when the exhaust valves are opened (after decompression/work cycle). If there is more load on the turbine due to the charger having to compress air higher, you'll need a bigger pressure delta. This can be compensated by having a higher remaining pressure in the cylinder after the work cycle due to the higher cylinder pressure before compression.
Lol, yes when outside of the RPM window in which the turbo makes boost its obviously not going to score well, kind of goes without saying that though TBH!A SC'd system can be more efficient under certain rpm/load points when a TC'd system won't get enough pressure delta or exhaust gas mass flow due to the charger size/application.
Lol, yes when outside of the RPM window in which the turbo makes boost its obviously not going to score well, kind of goes without saying that though TBH!
That's true. But it's quite an important point especially on petrol engines where VNT TCs aren't that common. A reason to use a combined system as in the 1.4 TSI engines.