Twincharge

[ynhrgt]

I've done too many searches on the web regarding twinchargin the RB26DETT. I've read everything from the complex pipe work, blower choice, etc etc etc...

Its giving me a bit of a terrible headache. I would like to know who has actually DONE the setup, does anybody have an actual link to anybody who has finished a RB26DETT(S) setup? I mean if its been done already, couldn't the mounting brackets be duplicated for simplicity?

Forgive my frustrations.

[StockyMcStock]

i've seen a picture with a 26 on a stand with a roots blower and two turbos, but there was some serious conjecture about it's authenticity.

i know someone who twincharged a 1.6 twin cam ford laser engine with a T03 highflow and an SC-14 blower.

i am currently setting up my twincharged RB30DE with an M90 blower and GT40 turbo.

any specifics you wanted to know?

[ynhrgt]

i've seen a picture with a 26 on a stand with a roots blower and two turbos, but there was some serious conjecture about it's authenticity.

i know someone who twincharged a 1.6 twin cam ford laser engine with a T03 highflow and an SC-14 blower.

i am currently setting up my twincharged RB30DE with an M90 blower and GT40 turbo.

any specifics you wanted to know?

If I told you where I stand, you would probably die laughing. I have "general" automotive experience, I know enough to know not to say something or do something stupid most of the time. Right now, I'm in the process of obtaining a very low mileage GT-R from a local dealer, i will probably pick one up in the fall.

The company I'm buying from is advising a basic engine rebuild, since most japanese motors are pretty ragged on, not to mention I live in Canada and japanese parts arent exactly dirt cheap if things do break.

I *KNOW* i'm 10 steps ahead of myself here, but I'd like to know where to begin in terms of putting a supercharger on an RB26DETT. I am also well aware I won't see much in terms of performance on a stock block, which is why when the engine goes in for a rebuild, I would like to bolt in a supercharger in as well.

All I know is the following, and please don't laugh.. but I'm sure as hell determined to make it work.

#1 Picking a supercharger (twinscrew, roots, centrifugal) i've chosen centrifugal, but i've heard twinscrew is better. Is there a particular supercharger thats good? Obviously I'm not looking for horsepower potential, I'm looking for something that spools extremely quick

#2 Mounting - Exactly how would I go abouts starting to mount a supercharger? I know I have to take measurements here, etc.. I'll have the help of a shop, and a few guys who know a couple thigns about turbos I hope.

#3 Piping? I've seen a few diagrams of how it should look like, can somebody point me to one?

Also, about the whole supercharger cut off, exactly how does that work? I mean once a supercharger hits full boost and brings the revs up to 5-6k.. exactly how does one get it to shut off so the turbos can take over?

I know this setup shouldn't be rediculous to build, its just more of a pain in the butt. I just need some general guidance.

BTW, Stocky do you have an IM of any kind, MSN, AIM or ICQ? I do'nt want to pester you but I've read some of your previous posts, you know your shit. Same as that Warpspeed guy.

Edited February 24, 2006 by ynhrgt

[StockyMcStock]

here we go:

#1: do some reading on the different types of blowers out there. not being a dick or anything, but you need to understand how and why they work before you can even think about twincharging. it is IMMENSELY complex, even if you try and make it simple.

a roots blower is what you want, to make bulk pressure at the lowest RPM possible. a twin screw whipple would be better, but prohibitively expensive, and you might as well just use it on its own. as far as options go in canada, i'd look straight at an eaton M90 or M112 if you can. ebay in the states has HEAPS of them for cheap, that's where i got mine.

#2: mounting. let a shop do it, unless you have a lot of patience, time and experience doing it beforehand. the blower must be rigidly mounted to the block, and the drive belt perfectly straight, or you will have problems.

#3: piping. make it as simple as possible. turbos pull air in through filters, the turbo outlets feed straight into the blower INLET. the blower OUTLET feeds through your intercooler, round into the engine. in effect, all the turbos are there to do is pressurise the inlet of the blower.

have a think about why this works, then think some more. there are problems with the blower providing boost even at idle, so as soon as you open the throttle 1% you get full upstream boost. this is why a proportional blower bypass is required in the piping somewhere. it does, however, introduce a whole new series of problems.

honestly, i can not see it physically fitting at all, in any kind of engine bay with power steering and air con. there simply isn't room. remember you will want to run exhaust housings roughly twice the size of a normal turbo setup, this means they are BIG turbos on there. then you need to fit a blower in front, or under them somewhere.

it is truly a logistical packaging nightmare, but the end results are worth it. i would consider going a single large turbo, with the blower in front. remember there is no use to running two turbos any more, as the lag which you were trying to defeat by lowering shaft inertia is now defeated by a roots blower. it's much more effective anyway.