would this work??
#1
#2
#4
#6
Damnit guys you were supposed to shoot me down!!! I know paxton makes some really big chargers, and fabing up mounting brackets would be no prob. Since the supercharger builds boost right off idle there would be little lag, but how would i figure boost levals? Lets say the turbo makes 50 lbs and the super charger makes 25, do i just add the two together and call it 75lbs? that cant be right can it? Is CFM an issue?
Thanks again all
Thanks again all
#7
well as far as boost goes how are you going to run it turbo feeding the blower or vise versa 50 lbs at the turbo and 25 at the charger would be around 80lbs at the manifold because of the blower would be compounding the turbos boost level. thats using the math from my buddys cobra with twin turbos and a blower it seems that the boost dramticaly increases after the blower. as far as cfm as long as you use the right sized blower turbo set up it should be no problem
#8
#9
Yes, the 2 cycle DD have an advantage, V-Twin design. That is why they work. I have seen married 12V71s that will make over 3000hp in boats. Supercharged and turbo'd are great, but there is a lot of stuff to check on. The smallest S&T I know of is a 8V71. It has a lot of electrical safety w/ mechanical safety devises. But, I would love to see a Cummins S&T'd... If you have any questions I would bounce them around.
#10
they are just blowers. a 2 stroke diesel could not run with out one.
a blower has higher tolerance then a super charger.
call BDS blower drive service. ALOT of work is needed to use a 2 stroke blower as a super charger.
Intake begins when the piston is near bottom dead center. Air is admitted to the cylinder through ports in the cylinder wall (there are no intake valves). Since the piston is moving downward at this time, aspiration due to atmospheric pressure isn't possible. Therefore a positive displacement blower is employed to charge the cylinder with air. In the early phase of intake, the air charge is also used to force out any remaining combustion gases from the previous power stroke, a process referred to as scavenging. As the piston passes through bottom dead center, the exhaust valves will be closed and, owing to the pressure generated by the blower or turbocharger, the cylinder will be filled with air. Once the piston starts upward, the air intake ports in the cylinder walls will be covered, sealing the cylinder. At this point, compression will commence. the exhaust and intake actually occur in one stroke, the period during which the piston is near the bottom of the cylinder.