Quote:
Originally Posted by bfrank1972
I believe you are right about the sequential vs parallel:
http://www.engineeringtoolbox.com/pu...ial-d_636.html
Wouldn't parallel make more sense as we're looking to keep boost low but maintain that boost at high rpm? i.e. double your CFM by using parallel units, and not worry about limiting boost by switching the motors? |
Series as shown.
Parallel:
- Remove 'spider' intake manifold.
- Supercharge each 2 cyl (100hp) bank separately with its own ESC, 'Y' the inlets to a single MAF. I think this would look cool! and make room with the manifold removed.
- Run both units off a larger 24V, 35-40 AHR SLA, this will keep the PR's balanced.
Since the VW is 115hp stock, using two TQ18024V smaller units per side on the FA20 would yield ~ 3.5 psi to redline
Similarly, 370Z and early BMW 850i use two separate MAF/intake/manifold/cylinder runs, effectively 2 banks on a common crankshaft.