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Forced
Induction
Basics
BY MIKE MAVRIGIAN
PHOTOS BY MIKE MAVRIGIAN UNLESS OTHERWISE NOTED

Supercharging and
turbocharging tidbits
While this article may be a bit simplistic SUPERCHARGER BASICS
for those familiar with forced induction, Superchargers (blowers) are offered in
hopefully the information will be helpful three types, including the Roots type,
to those who are not as experienced with centrifugal and the screw type. The Roots
this approach. type is the least complex, functioning as
an air pump. Instead of compressing air
A naturally-aspirated engine uses inside the unit, pressurization takes place
available (ambient) air to enter the
in the manifold and combustion
engine, mix with fuel and ignite in the
chambers (referred to as external air
combustion chamber. A forced induction
compression). Centrifugal and screw type
system (supercharger or turbocharger)
superchargers compress air inside the
does just what the term implies…it forces
additional air into the combustion supercharger (internal compression),
chamber. When mixed with the pushing the compressed air into the
appropriate ratio of fuel, you create intake and combustion areas. A
higher cylinder pressure, referred to as centrifugal unit mechanically functions
boost, which makes more power. While much the same as a turbocharger, with an
we certainly don’t have the room here to internal impeller. Instead of being driven
delve into great detail, we’ll try to offer a by exhaust gas (as with a turbo), a
few informational tidbits that will centrifugal supercharger impeller is
hopefully help you to better understand driven mechanically by a drive belt. The
the basics. screw type supercharger features two

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FORCED INDUCTION BASICS

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Especially for retro-fitting for closed-hood clearance,

Edelbrock, as one example, offers a complete low-profile
screw-type supercharger kit (pictured left) that includes
everything needed except for the celebratory pizza once
the job is finished. (Courtesy Edelbrock)

A thermal “blanket” (shown below) helps to reduce

underhood temperatures. (Courtesy DEI)

inter-meshing spiral rotors (if you’re be selected (larger or smaller diameter) to

familiar with a twin-screw shop air make the blower run slower or faster, in
compressor, it’s easy to understand this order to “tune” boost for the given
style). The two rotors progressively engine. For instance, running a larger
compress the air as they spin and as air blower on a smallblock can be tuned by
passes through the spiral “teeth.” Because driving the blower at a slower speed in PRESSURE RELEASE VALVES
of the precision tolerances required in the order to keep the boost level down to a Installing a form of adjustable pressure-
manufacturing process, screw type release valve (blow off/pop-off) offers a
point where you avoid detonation. But,
superchargers tend to be more expensive. safety margin, allowing the release of a
running the blower too slow can reduce
Regardless of the style, a supercharger pre-set amount of pressure to avoid over-
boost if the blower isn’t running fast boosting (again, lots of variables are
(and a turbocharger as well) packs more enough to compress the air sufficiently. If
air into the cylinders, effectively forcing involved here. Talk to your forced
you run too-small a blower on a bigblock induction supplier for recommendations
the air into the cylinders. This allows engine, the blower speed would need to based on your specific setup). The two
(and demands) a more dense fuel/air increase, possibly to the point of types of valves included here include a
charge. Igniting a higher-pressure/more becoming inefficient (running at too high wastegate (WG) and a blow-off valve
dense charge makes more power. a speed can create excessively heated (BOV). In the simplest of terms, a WG
intake air, which would ruin air density. regulates pressure on the exhaust side,
SIZE AND SPEED In other words, you need to pay attention while a BOV regulates pressure at the
Boost is affected by both engine intake side. The BOV is usually
both to blower size and the speed at
displacement and driven speed of the positioned on the feed pipe between the
which it’s driven.
blower. If the blower is driven at a turbo and the intercooler. When you lift
constant speed ratio (between crank and throttle, the BOV prevents forced air
blower), a larger-displacement blower will
FUEL SYSTEM
Often, customers tend to ignore the fuel from being packed into the engine when
produce more boost than a smaller decreasing RPM. The WG regulates the
blower on the same engine. As engine system, which will typically need to be
amount of boost from the turbo to
displacement increases (let’s say going adjusted to accommodate the forced
prevent over-boosting. Both are required.
from a small block to a big block), boost induction, in terms of delivery fuel line
is reduced if the blower is driven at the diameter and richening (via jets, injectors,
ECM reprogramming, etc.). When using CAMSHAFT
same speed. If engine displacement is In order to optimize the use of forced
reduced (and the blower runs at the same forced induction (when boost is applied),
induction, ideally the engine will likely
speed), boost is increased. If the blower you’ll need more fuel, since it always
prefer a lobe separation angle (LSA) in
runs at a higher speed, boost is increased. takes more fuel to make more power. the moderate-wide range, probably
At a lower blower speed, boost is Plan on tuning with a richer mixture. around 112 to 114 degrees. Generally,
reduced. Retarding ignition timing also allows the heavier valve springs are also required,
This is a very basic overview, but use of more boost. We’re speaking in depending on the amount of boost being
typically you should choose a smaller broad generalities here, so talk to the created. The exhaust is opening against
blower size for smaller displacement and supercharger/ turbocharger manufacturer pressure, so this isn’t a huge concern, but
a larger blower size for bigger and plan to spend some time tuning both with regard to the intake side, you’ll
displacement engines. Drive pulleys can fuel and spark. likely need higher rate springs. We’re not

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FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN

A twin-turbo
installation (during
fabrication). Note the
large intercooler.

trying to pass the buck here, but it’s best

to consult with a cam maker for a
recommendation (you’ll need all of your
engine specs and forced induction info
before you call).

SPARK PLUGS
When running a supercharger, it’s
generally recommended to run one heat
range colder than stock. According to
Kenne Bell Superchargers, a gap of
0.035” is common.

COMPRESSION RATIO
If you’re building an engine specifically
for forced induction, lowering the
The formula for calculating final CR induction boost levels (courtesy
compression ratio allows more boost with
is as follows: Silvolite/KB/United Engine & Machine).
the same octane. Note that the higher your final
Static compression ratio (CR) refers to (Boost divided by 14.7) + 1 X Static CR = compression ratio, the higher octane fuel
the compression ratio of your engine Final Compression Ratio (FCR) you’ll need to prevent detonation. Final
without forced induction. Final compression ratios above 12.4:1 are not
compression ratio (FCR) refers to the Shown above is a compression ratio recommended for use with premium
compression that you’ll have when full reference chart that explains how static pump gasoline. Want more FCR? Then
boost is applied. compression is affected by various forced prepare to pay for race fuel.

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FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN

A wastegate valve controls

UPGRADING THE ENGINE pressure on the exhaust (output)
side of the turbo, controlling boost
TO ACCOMMODATE THE to the engine.
NEW-FOUND POWER
Consider how your engine will handle the
added cylinder pressure. While “simply”
installing a forced-air induction system
(turbocharger or supercharger) onto an
otherwise stock engine may seem
tempting (and there are certainly systems
out there designed to work with stock
engines), we really need to consider the
need for a few upgrades in order to allow
the engine to withstand the extra boost,
in terms of component durability.
Remember: any forced induction system
will increase cylinder pressure. The extent
of this increase may dictate the need to
also upgrade stress-related internal
components.
While today’s commonly-used OE
hypereutectic pistons and powder-metal
connecting rods are certainly adequate A blow-off valve (also
for daily and even spirited driving, when called a pop-off valve)
“regulates” air on the
we’re talking about increasing
intake side of the
horsepower levels up to about the 450+ turbo, to prevent
HP range and beyond, we’re starting to cylinder packing when
take risks in terms of durability. If you engine RPM drops
plan to “boost” the induction system and (deceleration, between
pack-in a tighter air/fuel mix, you should shifts, etc.).
seriously consider upgrading to forged
pistons that are designed to work with
forced induction (possibly thicker dome
area and a hardness treatment to protect
ring lands) and forged connecting rods.
By the same token (and granted, this is a
debatable area in terms of horsepower
level), consideration should also be given
to upgrading to a forged crankshaft in
place of a stock cast crank.
When you’re asking, or expecting, the
engine to produce a substantial increase
in power, you’ll place added pressures
against the pistons, and you’re increasing
the forces/stresses that will be placed on
the rest of the rotating assembly (crank When plumbing
and rods). Again, depending on the level a turbo system,
flexible high-
of added power, the stock engine may
temp silicone
not be up to the task. connections
It boils down to how much power allow for pipe
you plan to add and at what level you movement
plan to abuse the engine. In some cases, (vibrations and
you can get away with changing none of during thermal
growth).
the engine internal components
(depending on pressure levels and
depending on how the existing engine is
already configured), while in other cases
where you plan to spit our some serious
power, you simply must upgrade certain
components if you expect the engine to
live.
Yes, upgrading the engine (parts,
machine shop labor) will add to the

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FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN

We recently
installed this Vortec
supercharger setup onto
a 5.0L Mustang. The installation
was relatively simple, and after some
minor re-arranging, underhood clearance
and fit was excellent.

expense, but would you rather spend a engine sounds downright nasty. He drives rebuild (assuming the block can be saved)
fraction of what the engine is worth for the car to a couple of local shows, smoke or a complete engine long-block
upgrading, or do nothing and experience the tires now and then, and everybody’s replacement, not to mention the down-
the “thrill” of watching your stock engine happy. Then, the little horns pop out of time of the car. All of this could have
hand-grenade, resulting in the expense his head and he nails the throttle on a been avoided with a simple upgrade of a
and hassle of replacing the entire long long stretch of country road, really
few key components. Suddenly, the catch-
block? hammering it through the gears and just
phrase “pay me now or pay me later”
Let’s play devil’s advocate to help plain winding it tight. All of a sudden, he
illustrate a worst-case scenario. Let’s say hears a big bang, coinciding with a severe starts to make sense. Remember: when a
that the customer purchased a new or total loss of power accompanied by a forced induction engine blows, it can
“crate” engine (or let’s say that he’s nasty bunch of vibrations. There’s an oil blow in a big way, since it’s still trying to
dealing with the bone-stock original trail behind him, there’s lots of smoke, pack in a much higher pressure to the
production engine). Now, for the sake of and he coasts to a dead stop, wondering cylinders.
argument, let’s assume that this engine what just happened. PLEASE NOTE: I’m certainly not
has a static compression ratio of 10:1 and Let’s cut to the chase. The car gets suggesting that the installation of any
is equipped with hyper pistons, powder- towed, the engine gets pulled and torn supercharger or turbocharger system will
metal connecting rods, stock production- down, and he’s horrified to find a nice big destroy an engine. That would be just
line rod bolts, a cast iron crankshaft and hole in the block, a loose/crooked crank plain dumb. The point that I’m trying to
powdered-metal or cast iron main caps. damper (busted crank snout), a couple of
make is to pay attention and consider the
Now, the vehicle owner decided to install broken rods, busted pistons, bent valves,
big picture…the existing engine’s
a supercharger that will add, say, 12 lbs gouged combustion chambers and maybe
of boost (which can create a compression a busted cam (not to mention a chunky- limitations and the potential need for a
ratio at around 18:1 at full boost). soup slurry of metal particles throughout few component upgrades. Again, it boils
The engine fires up, the “tuner” the oiling system). down to the existing engine components
adjusts fuel, spark and timing. Everything At this point, the engine’s long block and the level of power increase being
looks ultra-cool under the hood, and the is toast, and he’s looking at an expensive planned.

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UPGRADES TO CONSIDER
The turbocharger must be
FOR DURABILITY sized for the engine
• Pistons (switch to forged application. For the street,
cylinder heads typically
aluminum in place of may require smaller intake
hypereutectic) ports and larger exhaust
• Lower compression (where needed) ports. A Borg-Warner T76
to accommodate added amount of turbo is shown here.
boost
• Specialty coatings (thermal barrier
and anti-friction)
• Moly-coated bearings (rods and
mains)
• Connecting rods (switch to forged
in place of cast iron or powdered-
metal cast)
• Connecting rod bolts (switching to
higher tensile strength aftermarket
bolts is always a good idea)
• Crankshaft (switch to forged in
place of cast)
• Double-keyed crank snout
• Steel/high performance crank
damper
• Converting to a keyed
damper/pulley on an LS press-fit
pulley crank
• Cylinder head gaskets (switch to There’s no debate that a big ‘ol
MLS in place of composite) Roots type blower adds a macho
• Cylinder head studs (in place of muscle flavor to any engine bay.
bolts)
• Main caps (billet steel in place of
cast iron or powdered metal)
• Main cap studs or bolts (using
higher tensile strength)
• Main cap girdle (depending on
engine)
• Valves (potential upgrade to
higher-quality stainless valves
and/or Inconel for exhaust valves) Here, a BOV
(blow-off valve)
• Higher-rate/more durable valve is fitted between
springs the turbo and
• Rocker arms (more durable intercooler
during a dyno
aftermarket full-rollers)
setup at Koffel’s
• Cooling system (make sure the Place in Huron,
existing cooling system is clean OH.
and functions properly; and
potential need for more efficient
water pump and radiator,
especially if using an intercooler)

Depending on the existing engine

type/age/condition, there’s much
more to this subject than we have
room to discuss in this brief article,
but here, I’m pointing out the
primary areas of potential concern.

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FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN

This twin-turbo drag engine

features Banks turbo
systems and a meticulously-
detailed dress-up. What a
thing of beauty.

Note the (costly) carbon

fiber air intake feeding the
turbos (right). This makes
my mouth water.

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An external oil feed connected to a

supercharger housing. Individual lubrication
for the supercharger is critical.

SPECIALTY COATING Thermal barrier coatings (typically (depending on other factors) provide a
ENHANCEMENTS involving a ceramic formula) provide slight increase in power.
While some (primarily non-engine- what the term implies: a heat barrier. A few years ago, my race team ran
builders) may scoff at the usefulness of When applied to piston domes, this not two cars with identically-prepared engines
specialty engine coatings, there are only helps to protect the piston from in a 24-hour endurance race. Once engine
distinct advantages that various coatings excessive heat (generated via forced featured thermal barrier coatings and the
offer to improve either durability or induction, especially in turbo setups), but other engine did not. The coated-engine
performance, or both. this coating also helps to improve car generated 7 additional horsepower at
While a wide range of specialized horsepower. More specifically, it enhances the wheels (verified on a chassis dyno
coatings are available to suit a variety of combustion efficiency, since the heat that prior to the race). During the race, the
tasks, with regard to coatings that suit would otherwise be soaked into the
coated engine provided slightly faster lap
forced induction setups, here we’re piston and combustion chamber is now
times and used slightly less fuel.
focusing on the following coatings: better contained and aids in the more
Naturally, this isn’t a big factor for a
efficient burning of the fuel/air mixture.
• Thermal barrier coating for piston The same holds true for thermal barrier street engine, and my engines were
domes coating applied to the faces of the naturally aspirated, but my point is that
• Thermal barrier coating for combustion exhaust valves and inside the cylinder we benefited from the ceramic coatings.
chambers head exhaust ports. Instead of losing heat Anti-friction coatings (typically a
• Moly (anti-friction) coatings for piston (via soak), the combustion heat is moly-based formula) can be applied to a
skirts and bearings “contained” and scoots out instead of variety of surfaces, most specifically to
• Thermal barrier coatings for exhaust hanging around and soaking into the cam, rod and main bearings and piston
valve faces and exhaust ports pistons, valves and heads. Not only is this skirts. While this won’t provide
• Thermal barrier coatings for exhaust a heat-protective coating, but because of additional power, it’s a protective film
manifolds the thermal efficiency, it may also that helps reduce frictional losses and

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FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN SOURCES
SUPERCHARGERS
The creative turbo pressure • ACCELERATED RACING PRODUCTS
feed plumbing passes 616-885-3626
through the bulkhead and • ALAN JOHNSON PERFORMANCE
back through to the intake. ENGINEERING
www.alanjohnsonperformance.com
• BILL MILLER ENGINEERING
www.bmeltd.com
• BLOWER DRIVE SERVICE
www.blowerdriveservice.com
• DYERS SUPERCHARGERS
www.dyersblowers.com
• EATON
www.eaton.com
• EDELBROCK CORP.
www.edelbrock.com
• KENNE BELL
www.kennebell.net
• LITTLEFIELD BLOWERS
www.littlefieldblowers.com
• MAGNUSON PRODUCTS
www.magnacharger.com
• MOONEYHAM BLOWERS
www.mooneyham-blowers.com
• PAXTON
www.paxtonauto.com
• PROCHARGER
www.procharger.com
• POWERDYNE
• THE BLOWER SHOP
www.theblowershop.com
• VORTEC
www.vortecsuperchargers.com
• WEIAND AUTOMOTIVE INDUSTRIES
www.weiand.com
• WHIPPLE SUPERCHARGERS
www.whipplesuperchargers.com

extends component life, primarily during extending durability. If you’re interested TURBOCHARGERS
cold startups and during high-temp/high in enhancing these units, contact both the • AFI TURBO
stress environments (when you’re really forced induction maker and the coating www.afiturbo.com
hammering it). specialists. They can advise you regarding • BANKS POWER
Again, I’m not claiming that you availability and benefits, and what www.bankspower.com
absolutely need these coatings. But, if coatings (if any) make the most sense for • BORG WARNER TURBO SYSTEMS
you’re building an engine specifically with your application.■ www.turbodriven.com
forced induction in mind, it certainly • EDELBROCK CORP.
won’t hurt, and just may extend www.edelbrock.com
component life. Specialty coating services • FORCED PERFORMANCE
(such as Swain Tech Coatings, Polydyn, www.forcedperformance.net
Calico and others) can provide any of • GARRETT
these coatings to your existing parts, or www.turbobygarrett.com
(due to popularity of these coatings) you • INNOVATIVE TURBO SYSTEMS
can simply purchase already-coated 805-526-5400
pistons and bearings. If you want • PRECISION TURBO
combustion chambers, exhaust valves and www.precisionturbo.net
exhaust ports coated, you will need to Mike Mavrigian has written thousands of technical
• PROCHARGER/ATI
articles over the past 30 years for a variety of
have these services outsourced. www.procharger.com
automotive publications. In addition, Mike has written
By the way, specialty coatings are also many books for HP Books. Contact him at Birchwood • TURBO ENGINEERING
available for supercharger and Automotive Group, Creston, OH. Call (330) 435-6347 www.turboengineering.com
turbocharger components, which may or e-mail: mike@birchwoodautomotive.com. • TURBONETICS
provide added efficiency as well as Website: www.birchwoodautomotive.com. www.turboneticsinc.com

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