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Boost controller setup for Centrifugal blowers.
Boost controller setup for Centrifugal blowers. I hear this "setup" exists. Anyone here done it?
Supposedly you can take your average wastegate/controller and install it after the centri bbv but before the intercooler. allows you to run say, a 14# pulley but limit it to 7psi vai controller and get great low end tq. yet be able to hold it to 7psi on the topend. or to just turn down the boost for dd. Anyone heard/know anything about this?
I do know restrictor plates exists, but this seems more convenient.
Supposedly you can take your average wastegate/controller and install it after the centri bbv but before the intercooler. allows you to run say, a 14# pulley but limit it to 7psi vai controller and get great low end tq. yet be able to hold it to 7psi on the topend. or to just turn down the boost for dd. Anyone heard/know anything about this?
I do know restrictor plates exists, but this seems more convenient.
Originally Posted by caindo
I hear this "setup" exists. Anyone here done it?
Supposedly you can take your average wastegate/controller and install it after the centri bbv but before the intercooler. allows you to run say, a 14# pulley but limit it to 7psi vai controller and get great low end tq. yet be able to hold it to 7psi on the topend. or to just turn down the boost for dd. Anyone heard/know anything about this?
I do know restrictor plates exists, but this seems more convenient.
Supposedly you can take your average wastegate/controller and install it after the centri bbv but before the intercooler. allows you to run say, a 14# pulley but limit it to 7psi vai controller and get great low end tq. yet be able to hold it to 7psi on the topend. or to just turn down the boost for dd. Anyone heard/know anything about this?
I do know restrictor plates exists, but this seems more convenient.
id like to see that Trending Topics
Plus a centrifugal won't give you great lowend no matter what. A blower than can do 14psi at 6000 will only boost 3.7# at 3000. You gain a little bit, but then you lose it back up nearer the top end when your blower is pulling the most power and you're wasting the work out the valve.
I could see a boost controller if you wanted to keep one setup but keep the boost down most of the time.
It would be different than a turbo boost controller - don't they usually modulate the wastegate? For a centri, boost control would be more like an programmable popoff valve, right?
Jim
I could see a boost controller if you wanted to keep one setup but keep the boost down most of the time.
It would be different than a turbo boost controller - don't they usually modulate the wastegate? For a centri, boost control would be more like an programmable popoff valve, right?
Jim
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This has been discussed here before. For the application proposed, bleeding off airflow is not practical. Anytime the supercharger is moving its moving air. By bleeding off airflow you will dramatically increase the apparent parasitic drag of the supercharger. Not only will you lose the benifit of the increased air density but the work done for the boost you receive will increase as the supercharger is still moving roughly the same volume of air.
Dynamic boost control would need to be done on the inlet side of the blower. Varying the inlet size of the supercharger can adjust the air density the supercharger receives and lower the delivered "boost". This will cause the supercharger to heat the air a bit more for a given airflow, but it can be effective.
Boost control via bleed off is best used for a drag race application that wants to limit torque at a specific spot on the track to reduce wheelspin such as on a gear change.
Dynamic boost control would need to be done on the inlet side of the blower. Varying the inlet size of the supercharger can adjust the air density the supercharger receives and lower the delivered "boost". This will cause the supercharger to heat the air a bit more for a given airflow, but it can be effective.
Boost control via bleed off is best used for a drag race application that wants to limit torque at a specific spot on the track to reduce wheelspin such as on a gear change.
