I opened this thread just to point that one out. It's a belt-driven supernormalizer for the DA40 (STC is in progress). It's mounted and driven in the same way as the Premier air conditioning system, so those two additions are mutually exclusive.
Unfortunately, it does not have a "wastegate", it relies on the pilot to set the throttle properly to avoid overboosting. There is a popoff valve, but it's not there to regulate manifold pressure for you, it's there to prevent you from making a very expensive mistake too quickly.
In that way, it's similar to the turbo system on a Seneca - You need to actually set power on takeoffs and go-arounds rather than just shoving the throttle(s) all the way forward. It differs in that there's no positive feedback loop.
Finally - Diamond has an altitude limitation of 16,300 feet IIRC. Since they will not share the necessary data for Forced Aeromotive to remove that limitation, you can't go any higher. You can, however, get up there faster. So, they designed this system with a fairly low critical altitude (something like 8,000 feet) so it's meant to be used with cruise altitudes in the low teens. Looks like they've gotten 150 KTAS at less than 10 gph at both 8500 and 12,500 and up to 164 KTAS if you want to burn more gas. (This on an airplane that was 140 knots prior to the conversion.)
The weight of the Diamond system is 18 pounds, less than the 21-pound engine compartment weights that many later models have installed to alleviate aft CG issues... And it actually does something, unlike the dead weight!
, but doesn't a waste gate reduce the pressure in the exhaust system thereby limiting the boost produced by a turbo charger? It wouldn't help a super charger at all. Or is my understanding woefully mistaken?
