Since fuel and air must be mixed in a strictly defined proportion, a proportional increase in air supply is necessary when the fuel supply increases. For this purpose, designers have invented many different devices: rotary air blowers, scroll and centrifugal compressors, turbochargers. The most widespread of these devices were turbine air blowers (turbochargers or superchargers).
A turbocharger consists of two turbines connected by a common shaft.
- One turbine is located at the engine inlet and serves as an air supercharger.
- The second turbine is located in the exhaust manifold and is driven by the exhaust gas flow.
Thanks to this design, a low weight and high efficiency air blower is achieved. The turbines can achieve a speed of up to 200,000 rpm.
The use of turbines allows to increase the efficiency of the engine, makes it possible to achieve the specified characteristics of the power unit with smaller dimensions and weight. The engine with supercharger has better environmental performance. Air turbocharger turbines reduce engine temperature and, as a result, the formation of nitrogen oxides.
Gasoline motors with turbocharger provide more complete combustion of fuel.
In diesel motors, an air supercharger reduces the emission of soot particles. Diesel engines are much better adapted to supercharging in general, and to turbocharging in particular. Unlike gasoline engines, where the pressure created by the turbine is limited by the danger of detonation, in a diesel engine can be injected air until the mechanical load limits in its mechanisms are reached.
4.6 L V8 Supercharger
If you are looking for massive power gains over a stock or naturally aspirated setup, you may use f150 4.6 supercharger kit. Of course, adding much power doesn’t exactly come cheap, so such kits are quite pricy. One of the popular choices is Roush kit. And without a doubt, the star or centerpiece of this system is the Eaton TVS 2300 rotor pack, which at the time was the next generation or step up from the older Eaton style blower, which was the M122. The rotor pack is loaded into the rotor housing. And that thing might look pretty familiar and for a good reason, that’s because companies like Roush, Ford Performance and even a company called VMP utilize a very similar housing.
But there will be one big difference between the Roush and the VMP option. The Roush utilizes a separate elbow, whereas VMP will actually incorporate the elbow into the blower itself and will flow a little bit better.
Among the obvious benefits of using such kits is that there is the instantaneous power along with that nice fat torque curve when checking out a TVS blower like this. If want that torque on demand, and this thing will certainly help you deliver that. The power delivery is also very linear and very predictable making them a great choice for just about any style of driving.
In addition to the TVS rotor pack and housing, you also receive the lower unit which is actually the air to water intercooler portion of the blower. Working to help cool that intercooler will be the included heat exchanger which will go to the front end of your truck. Roush does also include a twin 60-millimeter
Ford throttle body and matching spacer with their cold air intake kit and corresponding airbox. The phase two kit also does include 47 pound injectors in addition to a unique high flow fuel rail, which according to Roush will be enough to quench the thirst of that blown engine with the Roush calibration. Finally, Roush does include their 75 millimeter pulley with the phase two kit, which depending on your existing modifications will put you somewhere in the ballpark of 9 to 10 pounds of boost with your particular setup.
The nice thing too about TVS superchargers is that changing pulleys is extremely simple, really only takes a few minutes and doesn’t require the use of any crazy tools or pullers. Rounding out the kit, you will find a number of hoses, wiring, new colder spark plugs, brackets, a new D-gas [SP] bottle for your heat exchanger and more to make this again a 100% complete kit.
Will a lightning supercharger fit my 4.6
The 5.4 block has a taller deck, that is why the Lightning manifold will be 1 1/2″ too wide. However, you can do the reverse, which will make it narrower. Besides, another problem is PI heads, but this problem is easily solved with the help of new PI heads and a kit.
The modern turbocharger is structurally simpler than a mechanical supercharger, but has its own problems – high demand for oil quality and, most importantly, slow response to gas pedal pressure, which is due to inertia of the turbine. They struggle with the drawback by installing instead of one large turbine two small turbines (less weight – less inertia), one on its side of the engine. This scheme is often called “biturbo”.
Another problem associated with the aerodynamics of the turbine is almost complete absence of boost to 2500-2800 rpm. The problem is solved in different ways, including such exotic, as twisting the turbine with a high-speed electric motor.