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the efficiencies of the 2 stages, first calculating the conditions of pressure and temperature at the exit of the first stage and starting from these to calculate for the second stage. Following the previous example, for a first stage of the turbocharger with an efficiency of 70%, the temperature would reach 88.5 °C (191.3 °F) after the first stage, to then enter the supercharger with an efficiency of 60% and leave at a temperature of 186.5 °C (367.7 °F), resulting in a total efficiency of 62%. A large turbocharger that produces 27 psi (1.9 bar) by itself, with a
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457:(0.7 bar) on its own feeds into a supercharger which produces 10 psi on its own, the resultant manifold pressure would be 27 psi (1.9 bar) rather than 20 psi (1.4 bar). This form of series twincharging allows for the production of boost pressures that would otherwise be inefficient or unachievable with other compressor arrangements.
445:, which would otherwise result when the turbocharger is not up to its operating speed). Once the turbocharger has reached operating speed, the supercharger can either continue compounding the pressurized air to the turbocharger inlet (yielding elevated intake pressures), or it can be bypassed and/or mechanically decoupled from the
477:
variety, and the sacrifice in boost response is more than made up for by the instant-on nature of positive-displacement superchargers. While the weight and cost of the supercharger assembly are always a factor, the inefficiency of the supercharger is minimized once the turbocharger reaches operating
460:
However, turbo and supercharger efficiencies do not multiply. For example, if a turbocharger with an efficiency of 70% feeds into a Roots supercharger with an efficiency of 60%, the total compression efficiency would be somewhere in between. To calculate this efficiency, it is necessary to calculate
958:
and pumping air into the exhaust to ignite unburnt fuel in the exhaust manifold, or by severely retarding ignition timing to cause combustion to continue well after the exhaust valve has opened. Both methods involve combustion in the exhaust manifold to keep the turbocharger spinning, and the heat
486:
Parallel arrangements typically require the use of a bypass or diverter valve to allow one or both compressors to feed the engine optimally. If no valve was used and both compressors were merely routed directly to the intake manifold, the supercharger would blow backwards through the turbocharger
465:
of around 70%, would produce air only 166 °C (331 °F) in temperature. In addition, the cost of energy to compress air with a supercharger is higher than that of a turbocharger; if the supercharger is not compressing air, there remains only a small parasitic loss of rotating the working
456:
Other series configurations exist where no bypass system is employed and both compressors are in continuous use. As a result, compounded boost is always produced as the pressure ratios of the two compressors are multiplied, not added. In other words, if a turbocharger which produces 10 psi
440:
The series arrangement, the more common arrangement of twinchargers, is set up such that one compressor's output feeds the inlet of another. A supercharger is connected to a medium- to large-sized turbocharger. The supercharger provides near-instant manifold pressure (eliminating
495:
The main disadvantage of twincharging is the complexity and expense of components. Usually, to provide acceptable response, smoothness of power delivery, and adequate power gain over a single-compressor system, expensive electronic and/or mechanical controls must be used. In a
431:
A twincharging system combines a supercharger and turbocharger in a complementary arrangement, with the intent of one compressor's advantage compensating for the other's disadvantage. There are two common types of twincharger systems: series and parallel.
414:
The unacceptable lag time endemic to a large turbocharger is effectively neutralized when combined with a supercharger, which tends to generate substantial boost pressure much faster in response to throttle input, the end result being a lag-free
991:
A twin-scroll turbocharger design uses two separate chambers to better harness energy from alternating exhaust gas pulses. The chambers' nozzles may also be of different sizes, to better balance low-rpm response and high-rpm output.
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compressor rather than pressurize the intake manifold, as that would be the path of least resistance. Thus, a diverter valve must be employed to vent turbocharger air until the appropriate intake manifold pressure has been reached.
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to burn more fuel for supplemental power when a turbocharger is not spinning quickly. This also produces more exhaust gases so that the turbocharger reaches operating speed faster, providing more oxygen for combustion, and the
411:. A turbocharger sized to move a large volume of air tends to respond slowly to throttle input, while a smaller, more responsive turbocharger may fail to deliver sufficient boost pressure through an engine's upper rpm range.
466:
parts of the supercharger. This remaining loss can be eliminated by disconnecting the supercharger further using an electromagnetic clutch (such as those used in the VW 1.4TSI or Toyota
959:
from this will shorten the life of the turbine greatly. Therefore, in spite of twincharging's complexity, its largest benefit over anti-lag systems in race cars is reliability.
977:, it is possible to have the turbine reach a good operating speed quickly or at lower engine speeds without severely diminishing its utility at higher engine speeds.
500:, a low compression ratio must also be used if the supercharger produces high boost levels, negating some of the efficiency benefits of a lower-displacement engine.
420:
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with high torque at lower engine speeds and increased power at the upper end. Twincharging is therefore desirable for small-displacement motors (such as VW's
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produces a twincharged 1969 cc inline-four engine that is utilised in their T6, T8, and
Polestar models. The T8 adds onto the T6 with a rear electric motor.
1006:
Sequential turbocharger systems use differently-sized turbochargers to decrease turbo lag without compromising ultimate boost output and engine power.
558:
423:), especially those with a large operating rpm range, since they can take advantage of an artificially broad torque band over a large speed range.
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supercharger, which does not provide substantial boost in the lower rpm range), but is less efficient than a turbocharger due to increased
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A variable-geometry turbocharger provides an improved response at varying engine speeds. With an electronically controlled variable
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arrangement, but to a setup where two different types of compressors are used (instead of only turbochargers or superchargers).
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water injection system can be added to the induction system of both gasoline and diesel internal combustion engines.
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counterpart, the Delta S4 Stradale. The idea was also successfully adapted to production road cars by
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O flow is reduced accordingly. The expense of both the system itself and the consumable N
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Please expand the article to include this information. Further details may exist on the
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supercar makes use of both turbocharging and supercharging in its 7.0-litre V8 engine.
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With series twincharging, the turbocharger can be of a less expensive and more durable
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For increased engine power, and to augment other benefits of forced induction, an
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A mechanically driven supercharger offers exceptional response and low-
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262:. Statements consisting only of original research should be removed.
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Jaguar Land Rover produces a twincharged 3.0L inline-six engine.
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Anti-lag systems work in one of two ways: by running a very rich
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is a 1400 cc engine – utilised by numerous automobiles of the
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http://www.greencarcongress.com/2005/08/inside_vws_new_.html
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performance, as it does not rely on pressurization of the
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1,104 hp (823 kW; 1,119 PS) at 6,900 rpm
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367 PS (270 kW; 362 bhp) at 6,000 rpm
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320 PS (235 kW; 316 bhp) at 5,700 rpm
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136 kW (185 PS; 182 bhp) at 6,200 rpm
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132 kW (179 PS; 177 bhp) at 6,200 rpm
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125 kW (170 PS; 168 bhp) at 6,000 rpm
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118 kW (160 PS; 158 bhp) at 5,800 rpm
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110 kW (150 PS; 148 bhp) at 5,800 rpm
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110 kW (150 PS; 148 bhp) at 5,800 rpm
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110 kW (150 PS; 148 bhp) at 5,800 rpm
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to bypass the supercharger in low-load conditions).
453:and bypass valve, increasing induction efficiency.
816:470 N⋅m (347 lbf⋅ft) at 3,100–5,100 rpm
787:400 N⋅m (295 lbf⋅ft) at 2,200–5,400 rpm
753:250 N⋅m (184 lbf⋅ft) at 2,000–4,500 rpm
732:250 N⋅m (184 lbf⋅ft) at 2,000–4,500 rpm
711:240 N⋅m (177 lbf⋅ft) at 1,500–4,500 rpm
686:240 N⋅m (177 lbf⋅ft) at 1,500–4,500 rpm
665:240 N⋅m (177 lbf⋅ft) at 1,750–4,000 rpm
639:240 N⋅m (177 lbf⋅ft) at 1,500–4,000 rpm
626:220 N⋅m (162 lbf⋅ft) at 1,250–4,500 rpm
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534:. Additionally, multiple companies have produced
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1076:grandJDM >> March Superturbo: Mighty Mite!
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929:1,430 N⋅m (1,055 lbf⋅ft) at 4,500 rpm
368:, each mitigating the weaknesses of the other.
508:The concept of twincharging was first used by
1027:O) is mixed with incoming air, serving as an
165:introducing citations to additional sources
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360:. It is a combination of an exhaust-driven
64:Learn how and when to remove these messages
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336:Learn how and when to remove this message
278:Learn how and when to remove this message
121:Learn how and when to remove this message
834:408 PS (300 kW; 402 bhp)
155:Relevant discussion may be found on the
84:This article includes a list of general
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307:about aeronautic twincharger systems.
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538:twincharger kits for cars like the
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371:Twincharging does not refer to a
45:This article has multiple issues.
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148:relies largely or entirely on a
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987:Turbocharger § Twin-scroll
837:640 N⋅m (472 lbf⋅ft)
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53:or discuss these issues on the
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969:Variable geometry turbocharger
963:Variable geometry turbocharger
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1:
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996:Sequential twin turbochargers
27:Supercharger and Turbocharger
1002:Twin-turbo § Sequential
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859:(with rear electric motor)
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358:internal combustion engines
258:the claims made and adding
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364:and a mechanically driven
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1050:Water injection (engine)
981:Twin-scroll turbocharger
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391:(assuming that it is a
379:Overview and advantages
105:more precise citations.
1040:O can be significant.
451:electromagnetic clutch
305:is missing information
605:) at 1,500–4,000 rpm
498:spark-ignition engine
393:positive-displacement
352:refers to a compound
1016:Nitrous oxide engine
896:550 N⋅m (406 lb⋅ft)
885:495 N⋅m (354 lb⋅ft)
356:system used on some
161:improve this article
939:Alternative systems
828:Volvo XC60 Polestar
1105:2006-12-17 at the
1082:2008-01-12 at the
975:angle of incidence
824:Volvo V60 Polestar
820:Volvo S60 Polestar
540:Subaru Impreza WRX
463:thermal efficiency
403:, as opposed to a
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795:Volvo V60 T6
791:Volvo S60 T6
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669:VW Sharan II
648:VW Passat VI
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548:Ford Mustang
524:street-legal
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504:Applications
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1056:aftermarket
905:The Danish
698:VW Jetta VI
590:; 138
536:aftermarket
530:with their
405:centrifugal
350:twincharger
103:introducing
18:Twincharged
1116:Categories
1062:References
719:VW Jetta V
694:VW Golf VI
613:VW Jetta V
601:(162
586:(140
552:Toyota MR2
447:drivetrain
417:power band
401:twin-screw
397:Roots-type
373:twin-turbo
252:improve it
187:newspapers
86:references
50:improve it
921:Vehicles
907:Zenvo ST1
877:Vehicles
779:Vehicles
736:VW Polo V
723:VW Touran
715:VW Golf V
673:VW Tiguan
656:VW Touran
646:version)
617:VW Touran
609:VW Golf V
597:220
582:103
577:Vehicles
520:rally car
443:turbo lag
311:talk page
256:verifying
157:talk page
56:talk page
1103:Archived
1080:Archived
563:VW Group
522:and its
482:Parallel
918:Torque
874:Torque
776:Torque
757:Audi A1
574:Torque
559:1.4 TSI
517:Group B
449:via an
250:Please
201:scholar
99:improve
915:Power
871:Power
773:Power
690:VW Eos
615:, and
603:lbf⋅ft
571:Power
550:, and
528:Nissan
510:Lancia
468:4A-GZE
436:Series
421:1.4TSI
203:
196:
189:
182:
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88:, but
899:P400
888:P340
765:Volvo
427:Types
208:JSTOR
194:books
932:ST1
180:news
644:CNG
599:N⋅m
592:bhp
399:or
385:rpm
254:by
163:by
1118::
1023:(N
855:,
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611:,
588:PS
584:kW
554:.
546:,
542:,
348:A
59:.
1038:2
1034:2
1032:N
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