The idea of forced induction has been around since the late 1800's.  Turbochargers have been in use for over 100 years, being first patented in 1905.  Ships and locomotives begin to use them in the 1920's.  Aviation began experimenting with them in the 1930's to enhance high altitude aircraft performance.  Super Turbochargers, as they were called, played a crucial role in the success of the United States Army Air Force during WWII.

There are probably as many ways to utilize either a Supercharger or Turbocharger as there are individuals to think them up. Furthermore, they are not used solely for combustion engine performance enhancement either.

To many people, the idea of a turbocharger presents a picture of a unit bolted up to the exhaust manifold on a car or truck. And granted, while this is probably the most common method of mounting a turbocharger, it is not necessarily the correct or desirable method for a given application.  The turbocharger is just another component, and if it's needs are provided, it will function equally as well in a myriad of positions and applications.

The NCTS turbo systems take advantage of technology and ideology that has been around for almost as long as the idea of a turbocharger.  Our system designs are unique to each vehicle, and represent countless hours of R&D to maximize the application, but the basic premise of the systems date back to well before World War II.  So is the technology new? No, but the vehicle specific ideology and application is.

A turbocharger only needs a few things to operate.  A stream of rapidly flowing gas to spin the turbine side of the unit providing the driving force, a clean filtered source of supply air for the compressor side, an oil supply and return to lubricate the unit, and of course a connection for the output of the compressor.

Many think that the turbocharger works on waste heat energy.  It's not the heat in the exhaust gas that drives the turbine, but the velocity and the molecular density of the gas that drives the turbine blades.  The farther away from the source of the gas, while the molecular count of the contents of the exhaust gas does not change, the density and velocity of the gas does change.  As the gas cools, the density increases (molecules closer together).  As the density changes, the physical volumetric space shrinks, in turn slowing the velocity of the gas from the cooling process.

As long as the piping system and the sizing of the turbocharger take this into account in the design, it can and will work every bit as effectively as a turbocharger bolted to the manifold. In many aspects, mounting the unit farther away has some distinct advantages. The under hood temperatures remain normal, the turbocharger operates in a cooler environment extending it's life, the compressed air charge does not absorb as much heat energy form the turbine side of the turbocharger, so intake air temperatures are lower.

Some will argue that a turbocharger that is mounted farther away from the exhaust source, will suffer from significant lag, or be sluggish in response to a demand for power.  If the system is poorly designed, this could certainly be true.  But, an improperly designed manifold mounted turbocharger or even a supercharger can exhibit the same issues.  So it's the design, not the location that is so critical.  A positive benefit is the natural inter cooling our systems enjoy.  

This results in a very dense cool air charge without the need for bulky air to air intercoolers. This is accomplished simply by the physical laws of nature where the increased surface area of the charge piping helps to remove unwanted thermal energy from the air charge.

Over the years, numerous well known entities have utilized these methods.  The infamous Calloway Corvettes, Corky Bell, Porsche, motorcycles, as well as many others have used these methods and techniques.  Probably one of the best examples and certainly my favorite, dates back just prior to WWII.  A new high altitude fighter plane was being designed and tested in anticipation of the U S's entry into the war.  Few would have guessed at the time, that the ungainly looking Republic P-47 Thunderbolt ("The Jug") would turn out to be the most prolific, toughest, and most versatile fighter plane produced for the war.

The P-47 was a large frame aircraft, heavily armored, and sporting the largest Pratt & Whitney radial engine in production at the time.  Due to the large engine diameter, the P-47 required a large barrel chested fuselage design, hence the nickname "The Jug".  Due to the large radial engine bolted to the nose of the aircraft, the designers had to be very creative in the design of the airframe to balance the aircraft.  Since this was destined to be a high altitude fighter plane, it would be fitted with one of the relatively new "Super" Turbo Chargers to feed the engine with more air at high altitudes.

 

These units were very large and heavy at the time, and capable of moving huge volumes of compressed air to a hungry engine.  So what did the designers do? Unlike the sleek Mustang fighter with the V-12 Merlin engines and an engine mounted gear driven Supercharger, the designers placed the P-47's "Super" Turbo Charger in the rear of the airframe near the tail.  It was then interconnected with the engine through specially designed ductwork.  So here we have all the basics in one place, the turbocharger location, the oiling system, the interconnecting ductwork, and yes, even a water/methanol injection system for cooling the intake charge further for more power during war time emergency mode.

So, you can see, that the technology and ideology we employ has been around for a very long time, the same technology that
went into the best fighter plane of World War II.  

Let NCTS help you take your HEMI engines performance to an unprecedented level as well.

Our designs locate the turbocharger in the best location available to maximize ease of installation and clearance. On the 300, Charger, and Magnum, it was decided to go to an underchassis mounting location rather than attempt a much more complicated under hood location.  Early data indicated that the HEMI engines operate at a very high temperature, both cylinder and under hood temps.

By locating the turbocharger as we have, we have eliminated the under hood temperature issue, and it provides ample cooling so that a bulky air to air intercooler is not required.  Exhaust Gas Temperatures are kept in check via the use of a Water/Methanol injection system.  Unlike others, the water/methanol injection system was a cornerstone of our design, not an in-production add on.

We have more HEMI powered vehicles either on the road or in long term testing than our competitors do.  Many of the vehicles are actually owned by us, so we drive them everyday, racking up safe trouble free miles.

Our systems feature 304H Stainless Steel tubing, unlike others who use a cheaper rust prone 409 Stainless Steel or coated steel tubing. All of tubing is also bent on a true mandrel bender for smooth flowing bends, not a shoe style bender that can cause restrictions in the tubing diameter. On the LX models, we also feature a fully enclosed air intake system, not simply an exposed filter under the vehicle as others do.

Our routing designs (copyrighted) follow the contours of the particular vehicle, not simply ran from A to B which reduces clearances under the vehicle.  Significant design time is required by our approach, but the end result for you is well worth it.  We also use existing mounts, body holes, hangers, etc.  to minimize drilling.  Where we must drill a new hole for mounting, we use self tapping bolts to ease the installation process.

Our systems features the very best oil scavenge pump in the industry.  While most use a much cheaper diaphragm style pump, we use a rotary gear pump with bronze helical cut gears and stainless steel shafts.  They last longer, and don't leak oil as the cheaper diaphragm pumps do.

We use 100% silicone couplers for the charge piping, and stainless steel T-Bolt clamps in lieu of the cheaper worm gear clamps.  On the exhaust side of things, we use stainless steel Tork-Tite clamps that clamp tightly on both sides of the joint, yet don't crush the tubing as U-Bolt style clamps do.  Meaning you can easily remove a section of piping if needed.

Our electrical system is also designed for ease of installation, each one is designed for the specific vehicle.  Simply mount the box, route the loom to the various areas, and plug everything in. There are only two physical connections into the electrical system, a 12V feed tap at the battery terminal, and a 12V key on source wire that plugs into the fuse box.

We design a specific auxiliary vacuum harness that is installed to provide vacuum/boost reference to the various components, again, generally a single source tap into the vehicle's engine.

The result is a system that is truly integrated into the design and physical structure of the vehicle, not a simple add on with little thought to the design.