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MotoDyne Supercharger System FAQ:

The twin-screw supercharger was originally invented in the 1930's by Mr. Alf Lysholm who was then Chief Engineer of SRM (Svenska Rotor Maskiner AB). The twin-screw design was developed to fill the tremendous voids the centrifugal, turbo and roots superchargers have. This concept was intended to meet the requirements of a high average efficiency under most varied conditions of pressure and speed, a high maximum efficiency - preferable above 85% - with small bulk, low weight and also suitable for direct drive. This concept lead to the development of the twin-screw supercharger which was compact and light, had a very high efficiency over almost all varied conditions of pressure and speed, and an incredibly high maximum efficiency. This concept became a reality in the late 1930's and early 1940's when the Lysholm twin-screw supercharger was produced. Because of high building cost, the screw compressor did not find its way to OEM use on internal combustion engines, but industrial applications for air compressors, refrigeration and air-conditioning. With technology ever increasing, the screw-type compressor?s price to manufacture has come down to a competitive level for the internal combustion engines.

Incredibly high adiabatic and volumetric efficiencies

Positive displacement design

Very flat efficiency curve combined with positive displacement design gives the most achievable torque of any method

Instant boost

A true compressor

Direct drive from the crankshaft

Compact and lightweight design

Virtually silent operation

Low temperature increases during operation

Very little power consumption

Unique combination of low rpm torque and high rpm horsepower due to the screw compressor design

Have the ability to run from 1 to 60 lbs. of boost

Q. How do I get my supercharger system installed?

?A. All MotoDyne systems come with a complete, detailed instruction manual for the experienced mechanic. MotoDyne can install the system for you or recommend an installation facility in your area.

Q. Will I need an exhaust system with my supercharger?

A. The supercharger has been designed to work without any additional modifications to your vehicle, though MotoDyne does recommend an aftermarket exhaust for optimal performance gains.

Q. What kind of warranty does MotoDyne offer?

A. The MotoDyne warranty covers ALL system components for defective materials or workmanship for one year from the date of purchase, with unlimited mileage. Why would I want to supercharge my vehicle? Supercharging increases air density and significantly increases power on an otherwise stock engine. In short, supercharging makes a V-6 perform like a V-8 and makes a small block V-8 perform like a big block V-8. OEM manufacturers like Ford, GM, Mazda, Mercedes, and Jaguar offer factory installed superchargers on several models due to the tremendous benefits. Our supercharger systems offer more torque and horsepower per dollar than any other single engine modification. Most other modifications available require specific matched parts, in-depth tuning, are not smog legal, and won't produce the performance gains you'll receive from just the simple addition of a supercharger system.

Q. Can I install a MotoDyne Supercharger System myself?

A. Being mechanically inclined requires 6-10 hours of installation time depending on which system. Every system is very straightforward in its design and installation. Instructions are very detailed and Motodyne's customer support is always helpful. No cutting or welding required. Will the factory warranty be void? It is illegal for a Dealership to void your warranty simply because you have modifications to your vehicle. It is the Dealerships responsibility to prove that any modification was the reason for a failure. With that said, some Dealerships are more performance orientated and willing to work with customers. It would be our suggestion to consult with your local Dealership regarding their warranty specifics.

Q. Will a supercharger affect my engine life?

A. One of Motodyne's main goals is to provide the most reliable systems available, this is why MotoDyne goes to such great lengths to get the systems correct.. Our system is so efficient and produces such useable torque, that you are rarely at full throttle for any length of time. When you are at cruise speed or idle, The primary cause for premature engine wear and failure are detonation and increased RPM. With proper fuel injectors, ECM software and the Motronic with it?s dual knock sensing the MotoDyne supercharger systems eliminate any potential for detonation. Our superchargers deliver maximum power at a lower RPM than the engine did before supercharging. This low speed torque and horsepower enables our customers to operate their engine at a lower speed. This lower operating speed can actually enhance engine life and increase fuel economy.

Q. What?s the performance difference of the twin screw compressor and Centrifugal superchargers?

A. The major difference between the positive displacement twin screw supercharger and today?s centrifugal superchargers is the rate of boost. The Lysholm compressor creates boost the instant the throttle is touched usually reaching full boost by 2000 to 2400 rpm. The centrifugal supercharger is a belt driven turbo that has a lag time while it "spools up." The centrifugal commonly does not come into boost until 2600 to 3000 rpm and they commonly do not reach full boost until max rpm The instant boost of a twin screw compressor gives you far better throttle response whenever you call upon it, far greater acceleration, and incredible drive-ability. They are designed for easy bolt-on installations to stock motors while offering the ability to adapt to modified engines if needed.

Q. What is the difference between the Lysholm twin-screw compressor and a common roots-type supercharger such as an Eaton?

A. The Lysholm twin-screw supercharger is actually a compressor, which means it compresses air internally as well as compressing it in the manifold. Because the screw compressor compress?s the air inside the case, air enters into the pressurized environment with very little leakage or energy loss. A roots-type supercharger sweeps atmospheric air into the manifold and is compressed in the manifold only. With manifold pressure, air leaks back through the rotors causing air to be heated. Roots-type uses Teflon to try and seal the rotors to cure this, but touching tolerances cause more frictional heat and greater parasitic losses. This problem is multiplied when boost levels rise or sustained in-boost periods. Automotive and Marine roots-type superchargers have more tolerances between the rotors and case so they live longer, but this causes more leakage back through the rotors. A screw compressor has very tight tolerances between the rotors. The rotors never touch, eliminating big parasitic and frictional losses as well as keeping the same performance year after year. The two types of superchargers have different performance characteristics that have led to several debates on which supercharger is preferable. Proponents of roots blowers argue that more boost is available at lower RPM to provide off the line acceleration. Centrifugal supercharger enthusiasts argue that roots blowers are limited at higher RPMs and can increase air temperature and decrease horsepower. A twin Screw Lysholm Supercharger used in the MotoDyne kits, offers significant horsepower at low RPMs with superior mid and high RPM performance. In situations where you demand performance from your vehicle, keep in mind you are spending most of the time in the mid to high RPM ranges.

Q. Why should you choose a MotoDyne Supercharger System over the competitors?

A. There are many reasons why you should choose a MotoDyne Supercharger System, but we feel it?s the whole package that truly makes our systems unique. The MotoDyne system is complete down to the very last nut and bolt. Our fuel and engine management systems are tested and true, Data logging begins 2-3 years before the kit is offered to the public to insure the most reliable system . Noise is another important factor, the Lysholm compressor has the lowest noise level in the industry. Our quality and commitment to excellence is shown with our OEM looking kits and OEM quality parts. A perfect balance for your Porsche or Audi: incredible throttle response, acceleration, and top end power.

Q. Do I have to tap the oil pan for the oil supply?

A. No, the compressor has a self-contained lubrication system. With this system, you do not need to tap the oil pan or worry about contaminating the engines oil supply.

Q. What is the efficiency of the MotoDyne Lysholm twin screw compressor compared to the roots and centrifugal type superchargers?

A. The Lysholm twin screw compressor is 75% to 85% adiabatic and volumetric efficient while the roots is commonly 40% to 55%. Common centrifugal superchargers have a peak of 65% to 80% but do just that, peak! Over an entire rpm range, a screw compressor has an average efficiency far greater than the roots or centrifugal. Take a look at the efficiency graph, which illustrates the screw compressor efficiency.

Q. Is the MotoDyne supercharger system noisy?

A. No, the Lysholm compressor is the quietest supercharger in the industry. There is only a slight induction- sound at high rpm.

Supercharging of an internal combustion engine :

Supercharging of the internal combustion engine has been used for many years as a method to improve engine performance and efficiency. Entering the millennium, a new trend is appearing. The trend points to small displacement engines in order to meet federal emission legislation on fuel consumption and emission control. The driver, however, still demands the same performance they're used to. A good way to meet these needs is supercharging otherwise known as forced induction. The purpose of supercharging an engine is to raise the density of the air charge, before it's delivered to the cylinders. Thus, the increased mass of air trapped and then compressed in each cylinder during each induction and compression stroke makes more oxygen available for combustion than the conventional method of drawing the fresh air charge into the cylinder (naturally aspirated). Consequently, more air and fuel per cycle will be forced into the cylinder, and this can be efficiently burnt during the combustion process to raise the engine power output to higher than would otherwise be possible. Generally, there are three basic types of "superchargers," the most popular being the exhaust-gas driven turbocharger, mechanically driven superchargers and the pressure-wave supercharger. The mechanically driven supercharger is broken up into two groups as well, the mechanically driven centrifugal supercharger and the mechanically-driven positive displacement supercharger such as the screw-type and roots-type. In automotive and marine applications, the pressure-wave supercharger is rarely used. The turbo and roots-type superchargers have been the most popular forced induction methods in the past. While the turbo creates great peak horsepower, turbo lag and high cold start emissions due to the thermal mass are severe drawbacks of the turbocharger. Small displacement engines need higher-pressure ratios to achieve the performance demanded by the driver. This fact increases the mentioned drawbacks of the turbo and makes the turbocharger a less desirable alternative for supercharging than the mechanical twin-screw supercharger. The Lysholm twin-screw charger does not have the usual drawbacks of earlier mechanical superchargers like the roots-type, with poor efficiency especially at high-pressure ratios, high rpm, as well as high noise level and  high price.

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