EFI University

[sam@tdi]

First built this on paper around 4yrs ago with a fellow mega geek engineer, finally got a chance to build it for Pro Time Attack this year

Eaton charger being pressure fed by a turbo, water to air heat exchanges after both compressors.

It's still very very new at the moment but learning a lot about the set-up very quickly, she's running competitively for the first time tomorrow, fingers crossed.

From an engine management control point of view we're using the following;

Active engine health monitoring, Oil press, Oil temp, Coolant Press, G/box temp, etc.
Variable intake cam timing
VTEC camshaft profile switching
Closed loop turbo wastegate control
Active knock control
DBW throttle
Closed loop supercharger bypass valve control
Traction control
Paddle triggered air shifted sequential gearbox
_________________
Sam Borgman
www.facebook.com/torquedevelopments
www.tdi-plc.com
www.rototest.com

[Roberto Arano]

Nice! Much more interesting than most builds!

Is the S.C de-clutched (in addition to bypass) after turbo spool to remove the drive loss? We did a mag-clutch once on a twin charged car once, both to remove the parasitic, but also to avoid over-revving the S.C (we had to spin it fast down low).

Keep us updated!
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http://stores.ebay.com/Circuit-Se7en

[skylinegtrhr]

Really nice set up, looking forward for Yours experience with this set up against twinscrool set up, as we have excellent experience with Full race kits (no lag and no overheating problems in hi revs) but always open mind for new stuff
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http://www.nistune.nissan-club.hr/

[Warpspeed]

That looks really good !
I have built quite a few twincharged cars over the years, and helped a few others with their twincharged projects.

Absolutely the very best way.
It offers the greatest advantages of both supercharging and turbocharging without being handicapped by the well known disadvantages of either.

[xenocron]

K-Series! Very nice!

Would be interested to see the shape of that dyno curve.
_________________
EFI University East Coast Instructor
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845-504-5340
Specializing in Honda/Acura Applications

[Warpspeed]

[sam@tdi]

Firstly thanks for the great comments guys, the primary motivation here was to use the super charger to increase the exhaust gas energy available for the turbo's operation. The problem this ultimately aims to address is that it reduces the time delay normally associated with change in torque demand from the driver and then that demand being met in the tyres contact patch.

So the first track running did not go to plan, after only a few laps of 8/10ths running the water system pressure sensor was telling the story of combustion pressure entering the cooling system so we pulled the car in from track and retired it.

After having the engine apart and the head bolts out we can measure that they have all stretched well beyond the upper service limit, the multi-layer gasket was starting to bridge accross from the combustion chamber to coolant jacket between the laminates of the gasket. So an upgrade from M11 head bolts to M12 head studs made from a different material is now in progress.

The 42mm turbo waste gate is proving too small for the amount of exhaust energy we have and our minimum turbo speed is a lot higher than I would ideally like, so we're re-manufacturing the exhaust manifold and system in order to accommodate a 62mm waste gate.

Fuel pump flow was also looking a little too marginal for our liking so we're spec'ing a new more powerful unit and bigger lines.

All should be back together in the next couple of weeks so once it's then been back on the dyno and properly cal'd I'll get some graphs and data up.

In the mean time here's a couple of pics of the car all assembled...



Massive Attack by 4oClock, on Flickr


_________________
Sam Borgman
www.facebook.com/torquedevelopments
www.tdi-plc.com
www.rototest.com

[Flr Power]

How much power is the engine pushing?

[sam@tdi]

So she was back on the dyno today with a heavily revised wastegate set-up and added fuel pumps.

Here is a link to the dyno chart, figures are "at the hubs", engine size is just 2142cc

http://www.dyno-plot.co.uk/dyno/dynoplot/id%3D1043%26but_sea%3Dqs/Lotus--Exige--Simon-Scuffham--Sam-Borgman---TDI-PLC.htm
_________________
Sam Borgman
www.facebook.com/torquedevelopments
www.tdi-plc.com
www.rototest.com

[Wolf_Tm250]

[Flr Power]

Wow, excellent job with the set up. It looks like the supercharger does a good work from 2000-4000rpm, after that the turbo seems to pick up the work.
Very flat linear torque curve with a lot of power for a 4cyl 2.1 liter engine. That must feel very good to drive with all that linear power.

[C. Ludwig]

Sam, I'm very interested in this setup. Looking to try something similar on a Miata. What size supercharger are you using? Are you bypassing the blower with the turbo? If so, how? I'm looking to use an MP62 and the internal bypass isn't going to flow enough (looking for a max of 500 crank HP) to allow a complete bypass of the blower, which I'd like to do. Thoughts?

Very impressive results!
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Custom Harness Solutions
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[Roberto Arano]

I'v used a modified throttle body for the bypass before, i even took advantage of the tps on it to provide data for setting up the bypass transition. On mine I used the T.I.P to pilot the actuator on the bypass , an elegant solution as it indicated when the turbo spooled more specifically than MAP does because of the supercharger/turbo combo.
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[C. Ludwig]

[sam@tdi]

The super charger is just a little Eaton M62, the turbo is a Garrett GTX35R with a 1.06ar exhaust housing, and now a 62mm wastegate.

The charger bypass is around 42mm and it's sprung closed in it's native position, we're using pre-charger (charger mouth) pressure onto the bypass actuator in order to open it, we're running a simple mechanical dawes device in the line in order to give some control as to the opening point. The maximum bypass of the charger is around 65-70%.

She's hitting the track at Snetterton for the first time next Friday so I guess we'll see just how well the uprated Honda drive shafts will last
_________________
Sam Borgman
www.facebook.com/torquedevelopments
www.tdi-plc.com
www.rototest.com

[C. Ludwig]

[sam@tdi]

Cool, the real trick hear is in the heat exchanges after the turbo and the supercharger, they need to be ultra efficient but low internal gas volume, especially for inside the plenum. That said I would actually have a larger exchanger core post charger if I could package it, as it stands it's around 60mm deep and about 110% of cross section of the blower outlet flange.

We're seeing about 79-80% efficiency out of the smaller core in the plenum but 91-92% from the post turbo exchanger array.

Don't be scared of going big on the turbine side selection, even with this really loose exh housing on the GTX35R it is putting 0.25bar on the nose of the charger at 2000rpm, the spool up is far more gradual than if just turbo alone.
_________________
Sam Borgman
www.facebook.com/torquedevelopments
www.tdi-plc.com
www.rototest.com

[MrDomino]

How do size the WG? Is there an equation you use or is it mostly just from experience?
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I am a Mechanical Engineer.

[sam@tdi]

[mrx]

Excellent Work!!! Very very impressing!

Tq and Power are amazing... must be hell of a car to drive. Especialy with the sequential gearbox