The CVT Might Be the Secret to Improving the Supercharger!!??

[AutoXRacer]

What is this??

Developed by British transmission manufacturer Torotrak, this new device promises to be quieter than a Roots-type supercharger and cooler than a turbocharger.

http://www.roadandtrack.com/new-car.../?src=nl&mag=rdt&list=nl_rdt_news&date=122116

 

[46addict]

Procharger had something like this available for the GM aftermarket since earlier this year. If it takes off maybe they'll expand their customer base. I wonder how the electric motor & belt drive setup will affect reliability of the system, but they are rated to last 7-10 years. We will see if that's true.

http://www.superchevy.com/how-to/en...riable-ratio-supercharger-intelligent-design/

 

[01yellerCobra]

Procharger had something like this available for the GM aftermarket since earlier this year. If it takes off maybe they'll expand their customer base. I wonder how the electric motor & belt drive setup will affect reliability of the system, but they are rated to last 7-10 years. We will see if that's true.

http://www.superchevy.com/how-to/en...riable-ratio-supercharger-intelligent-design/

They have that for Ford as well. I've only seen one install though. Not that know everything that's going on.

 

[waylander]

Thing is though that the noise is a large part of the fun of a supercharger

 

[46addict]

^Exactly. Less noise is not a benefit. At least for me.

 

[eighty6gt]

I look at that thing and all I see are dollar signs. Maybe hang a couple in the vee of an AMG engine or something!

Edit: ...developed in collaboration with both the University of Bath and the Ford Motor Company...

Maybe the new GT1dingus will have one of these things. That would be cool, as well. GT350 retails for... 60 grand, 1dingus will be... ??? ZL1 isn't $100,000.00. Pretty tough mark to make, as well.

 

[AbdullaGT500]

What's wrong with the way superchargers are now? What's the benefit exactly? Programmable boost and a way to control heat?

 

[Boone]

What's the benefit exactly?

The benefit is the compressor is no longer spinning with a constant ratio to the motor crank. It's variable through the CVT.

Fuel economy - spin the compressor in low gear or not at all (decouple)
Low end torque at high demand - spin the compressor in high gear to develop max boost at low engine speeds
High end hp at high demand - spin the compressor in the mid-range to develop max boost without the need for a BOV to bleed boost

It's a centri supercharger that works like a turbo without the painful exhaust routing and underhood heat from a turbo hot side. Think of the options for tuning to specific uses (autoX, track, 1/4, snow, rain, gravel, etc.). It's like dial-a-boost that can be optimized and selected either by sensors or user settings. This is not unlike the Procharger i-1 that was introduced a few years back.

 

[Norm Peterson]

Thing is though that the noise is a large part of the fun of a supercharger

^Exactly. Less noise is not a benefit. At least for me.

↑↑↑ is like playing stud poker with your hole cards face up . . . if I was ever going to add forced induction, it'd be for me to know and others to wonder why they couldn't keep up.


Norm

 

[46addict]

They claim less noise than a roots blower, which don't make noise at idle/cruise. At least the ones for our cars don't. I'm not talking about a Weiand 6-71.

 

[Gabe]

What's wrong with the way superchargers are now? What's the benefit exactly? Programmable boost and a way to control heat?

Much lighter weight (it says 13.2 lbs?), and much smaller, so the packaging efficiencies for OEM fitment under the hoods of small cars ... or under the hood of any car with an already-tight engine bay

 

[tjm73]

Thing is though that the noise is a large part of the fun of a supercharger

Not to the OEMs it isn't. They like things very quiet. You know NVH and such.

 

[AbdullaGT500]

Much lighter weight (it says 13.2 lbs?), and much smaller, so the packaging efficiencies for OEM fitment under the hoods of small cars ... or under the hood of any car with an already-tight engine bay

Ah, missed that part. Looks like it'll install in place of an accessory? Like an ac compressor almost?

 

[tjm73]

I think the packaging benefits and the ability to have as much or little boost as you want at probably any rpm and/or throttle position would be very attractive to OEMS

 

[NUTCASE]

Yeah procharger has something like this already, except its in a smaller package.

The problem with CVT on a centri is the price. Most people who can afford it will just buy a bigger centri and pully it so it spins how they want it to. Also turbos have come extremely far in the last 10 years making it difficult to market new technologies for superchargers.

The only hope I can see for CVT on a centri is if the company that makes it can get the price down enough to market it to the big car companies and sell bulk.

 

[Norm Peterson]

The problem with CVT on a centri is the price. Most people who can afford it will just buy a bigger centri and pully it so it spins how they want it to.

With a fixed pulley arrangement, you can't change how it spins 'on the fly'. Being able to dial the CVT's ratio way back from the driver's seat if, say, you run into bad weather on the way home from a day at the dragstrip (where you would have cranked it way up) sounds like a 'win' to me.


Norm

 

[Department Of Boost]

I can see this as a possible solution to a problem that OEM's have. Weight, parasitic loss, noise, etc.

I don't see this as a solution for a hot rodder.

 

[Norm Peterson]

Perhaps not the traditional street/strip sort of hotrodder, but I can see where being able to make significant boost adjustments without having to open up the hood and toolbox has some advantage.

I probably won't ever run a forced induction car at a HPDE, but if I did it'd be really nice to be able to adjust it for conditions. Aside from the rain vs dry situation I mentioned above, the possibility of dialing it back a little if the rear tires started feeling a little 'greasy', or 'up' for one flying lap with the hope of setting a new personal best come to mind.


Norm

 

[Department Of Boost]

Perhaps not the traditional street/strip sort of hotrodder, but I can see where being able to make significant boost adjustments without having to open up the hood and toolbox has some advantage.

I have never once made a boost adjustment. Not because it was hard. But because I never felt the need to.

I probably won't ever run a forced induction car at a HPDE, but if I did it'd be really nice to be able to adjust it for conditions. Aside from the rain vs dry situation I mentioned above, the possibility of dialing it back a little if the rear tires started feeling a little 'greasy', or 'up' for one flying lap with the hope of setting a new personal best come to mind.


Norm

That includes track days. My boost controller is under my right foot.

I would rather put my time/$$$ toward a good traction control system (aftermarket) than some sort of variable boost deal. It would achieve all of the same things and much much more.

I'm not a huge fan of TC systems though. I think TC has ruined a lot of motorsports.

 

[Sky Render]

This thing has been around for the Coyote for at least 3 or 4 years. Other than a (clearly) paid-for review in a magazine, I've not seen anything else on it.

I've thought about doing a full review of one for the magazine I freelance for, but I don't want to be stuck with a POS blower if it sucks, LOL.