As one of the few companies in Europe, Chargertech specializes in superchargers. We not only supply the loose superchargers but also assemble packages and design complete superchargers.
There are several different models of superchargers but one thing they all have in common. A supercharger is used to pump more air into the engine so that it can deliver more power. Unlike a turbo powered by the exhaust gases, a supercharger is directly linked to the engine speed (excluding electronic superchargers). In most cases, a supercharger is driven by a belt from the crank pulley. At Chargertech we mainly use Screw Compressors (Roots and Lysholm) and Centrifugal superchargers.
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A screw compressor consists of two screws that rotate and rotate a substantially fixed amount of air per revolution. This ensures that this model supercharger can deliver a substantially equal amount of pressure at any speed. This means that they can deliver a substantial amount of power directly from the idling speed. At higher speeds and higher pressures, these superchargers work a little less efficiently.
The main difference between the Roots and Lysholm superchargers is in the form of the rotors. A Roots compressor moves only air, with only pressure build up behind the supercharger due to the system’s resistance and the volume that the motor suits itself. At a Lysholm supercharger part of the pressure build-up is already taking place during the transport of the air through the supercharger. This second process is more efficient, which also reduces the efficiency of a Lysholm supercharger, due to the more complex form of the rotors, these superchargers are also much more expensive.
Unlike the screw compressors, the centrifugal superchargers build more pressure each time the speed increases. In spite of the fact that pressure is only built up with ropes, it also delivers it from stationary more volume than the engine normally suits. A centrifugal supercharger consists of a transmission box with an impeller such as a turbo. Where a Roots supercharger is around 60% thermal efficiency and a Lysholm super charger is around 70%, a centrifugal supercharger will usually be between 85 and 90% with outlookers to only 95%!
Centrifugal superchargers are usually more compact and therefore easier to install.
To determine which components are needed next to the supercharger to build a working system, it is important to first determine whether the supercharger is to be located before or after the throttle. With the supercharger behind the throttle valve, the inlet manifold must be rebuilt so that the supercharger can be integrated. With the gas throttle supercharger, a support must be made to secure the supercharger to the block. In either case, a belt drive must be added to the compressor.
The choice to place the supercharger after the gas valve is usually based on cost and convenience with adjustments. In spite of the fact that a manifold makes a lot of work, almost no other parts are needed. In addition, the conditions for more parts and sensors are the same as before, making the adjustment even easier. If a carburetor is fitted and the supercharger should be fitted to the carburetors, they should also be converted, with the supercharger behind them, they can usually remain original. The pipework is shorter, which makes the gas response also (minimal) better.
With the gas throttle supercharger, the required welding becomes a lot less complex, but additional components are required. The minimum required spare parts with such a set up are hoses and tubes, blow off valve or recirculation valve, air filter and adaptation to carter vent. This setup also makes it much easier to add an intercooler to the system.
After installing a supercharger, the engine must still be adjusted. In many cases this will be done through adjustments in the ECU but in some cases this may also be mechanical or will be a piggyback or freely programmable engine management system.