Turbocharger and Supercharger Installations and Upgrades
Performance is one of our specialties and we thrive on improving a cars performance. One of the simplest and most economic ways to make large gains in hp and torque is Forced Induction. The application determines the type of installation, either turbocharger or supercharger. Most applications can be legalised through an Engineers certificate, certifying it’s ADR compliance with both emissions and safety.
Here at All Classic Cars, we can work with you to plan what you want from your upgrades, then put together a package that will best suit you. We will then carry out the modifications and provide you with the finished product, including dyno print outs of before and after and a full photographic log of all work done.
With a long history of Forced Induction experience, particularly with Holden’s Supercharged V6, the L67, we have been an instrumental company that forged the way of modifications to it in Australia, producing and innovating one of the most popular and successful products out on the market today. This clearly makes us the perfect choice for carrying out the modifications and upgrades to your pride and joy. With such a large supplier network carrying a broad range of parts, we will find you the perfect combination to give you exactly what you want from your car. Feel confident in the knowledge that we will provide you with an innovative and complete package that will safely yield the most performance for your needs at an economic price.
To see some of the jobs we have done either upgrading or installing Forced Induction, follow the link to the gallery.
Supercharging is a great low cost way to make massive improvements in torque and hp. There are a few different types of Superchargers; Centrifugal, Positive Displacement and Twin Screw. The thing that brings them all together is the way they are driven.Unlike turbochargers that are run off exhaust gases, Superchargers are run by a belt driven off the engines crankshaft. The downside to this, is it does use horsepower to run a supercharger, therefor total power is often lower that in a turbocharged application, but torque can sometimes be more and lower in the rev range if the application requires it.
Centrifugal blowers as you can see in the picture to the left appear to look very similar to a turbo charger. This is because this type of supercharger is essentially a belt driven turbo, the belt drive and gear reduction replaces a turbos exhaust housing, and it is bolted to the engine. Centrifugal blowers make great additions to engines that have a high rev range, or don’t require low down torque. Thier boost tends to build with revs quite smoothly. The down side of these blowers is they do act very similarly to a turbo with boost production, but have the disadvantage of hp loss through being crank driven. These are blowers are good for race applications, street/race applications, but thier pros and cons don’t make them a very good choice especially if a turbo can be used. However, thier versatility in mounting and ease of intercooling can make the choise a bit easier.
Positive Displacement blowers or PD blowers as they are commonly known, are great low down torque monsters. They do have limited top end rev capabilities, but thier low down torque capabilities are unbeatable. From just above idle to about two thirds of the engines rev range, is this blowers sweet spot. This unique attribute makes it perfect for street, towing and open-road applications. Internally, they come in all sorts of different configurations, however the general layout is the same consisting of two interloping rotors, some blower designs have straight lobes on thier rotors and others have developed them with a helical twist to aid in efficiency and extend their powerband. They are essentially an air pump and do not create any pressure inside the housing, boost is created simply by the engines restriction and the blower forcing more air into the intake than what the engine can digest in naturally aspirated form. This is what makes them so good down low, but unfortunately it is thier undoing in the top end. Also, thier shape and design can make mounting difficult, however in the right application it would make the harder work more than worth it.
As you can see from the picture on the left, internally twin screw blowers are exactly as thier name suggests. They consist of one male rotor and one female rotor that mesh together with a tight helical twist like two screws, but with exacting presision. Thier ability to compress the intake air inside it’s housing as well as move a fixed volume of air allows them to produce boost from just off idle right through to the top end of the rev range making them quite unique and efficient as far as superchargers go. Thier use is widely used in drag racing from Pro Street, right through to Top Fuellers. They are also extensively used in powerboats, in particular off shore race applications. They can be intercooled, as well as have the ability to be run with a carbi and tolerate all fuels. In fact, this also acts as a great intercooler, cooling the blower and the intake temps to provide more hp.
A number of cars these days come out with superchargers fitted as standard. Our extensive experience with superchargers, intercoolers and in particular Holden L67 engines, it makes us the perfect choice to modify your car. With access to suppliers such as TTT Performance, Yella terra and PWR in our corner. You can be assured your car will be in the best hands and being fitted with the best parts.
Turbos are commonly know are free hp. They use expelled energy from the engine (hot exhaust gases), to spin the turbos internals. The compressor side of the turbo is designed to compress the air inside its housing, giving a positive pressure at its outlet. The turbos suggested free hp does have downsides. It’s ease of installation can be difficult if off the shelf parts are not available, also they do require engine revs to increase before it can actually start producing boost, referred to as lag. The more power you want, the higher in the rev range this lag moves from idle. Finding a good compramise is easy, however it is a compramise. This compramise isn’t a problem if a turbo is selected for the right application, ie an engine in a race car that will generally keep it’s revs above a certain rpm, or a street car that doesn’t require neck-snapping hp in the top end of his rev range, but would rather his hp and torque through the middle of his revs. The other advantage to turbocharging is thier ease of intercooling. As the outlet of the turbo is in the open, it easy to redirect the pipework to the front of the car to an intercooler core, then return it to the engine. Used in the right application, a turbo is a great addition to your engine.