Can a car have both a supercharger and a turbo? Inside the rare “twincharged” setup

Yes—some cars use both a supercharger and a turbocharger in a system known as “twincharging.” The approach delivers strong low‑rpm response from the supercharger and high‑rpm power from the turbo, but it’s complex, costly, and relatively rare. From Group B rally icons to recent production engines from Volkswagen and Volvo, twincharging has periodically surfaced when engineers want broad, lag‑free torque without resorting to very large engines.

How twincharging works

In a twincharged engine, a mechanically driven supercharger boosts intake pressure at low engine speeds, while an exhaust‑driven turbocharger takes over as exhaust flow increases. Control valves, clutches, and bypasses blend the two so the engine sees steady, predictable boost without the abruptness or lag of an early single‑turbo setup. Effective charge‑air cooling and careful boost control are essential because compressing air twice raises temperature quickly.

Two common architectures

The following list outlines the main ways manufacturers and tuners combine a supercharger and a turbo to share boost duties across the rev range.

• Series (staged) charging: Air passes through the supercharger and then the turbo (or vice versa). This yields very fast response and high overall pressure ratios, with bypass valves to prevent over‑pressurizing and to reduce pumping losses when one device isn’t needed.
• Parallel with handoff: The supercharger provides low‑end boost and then decouples or bypasses at midrange, allowing the turbo to supply high‑rpm boost. An electromagnetic clutch or bypass valve often unloads the supercharger to save fuel at cruise.

Both designs rely on sophisticated engine management. Series systems can make big boost from small engines, while parallel handoff systems prioritize smooth drivability and efficiency once the turbo is fully spooled.

What twincharging delivers—and the trade-offs

Automakers and tuners choose twincharging to achieve a specific performance and drivability profile. Here are the core advantages it offers.

• Broad, lag‑free torque: Strong low‑rpm pull with sustained high‑rpm power.
• Engine downsizing: Smaller displacement can achieve larger‑engine performance, aiding emissions and taxation targets in some markets.
• Calibratable character: Engineers can tune the “handoff” for smoothness or aggressiveness, depending on the vehicle’s mission.

These benefits made twincharging attractive in performance and efficiency‑focused programs, especially where packaging a larger engine wasn’t practical.

Those upsides come with real costs and complexity. The next list highlights the main drawbacks that have kept twincharging rare.

• Cost and packaging: Two boost devices, plumbing, intercoolers, valves, and controls add weight, space demands, and manufacturing expense.
• Thermal management: Compressing air twice drives up intake temperatures, requiring robust intercooling and careful knock control.
• Maintenance and reliability risks: More components mean more potential failure points, and tuning must be precise to avoid surge or over‑boost.
• Efficiency penalties at low load: A belt‑driven supercharger consumes power unless fully bypassed or decoupled.

For mainstream vehicles, modern alternatives—like advanced turbo technology and hybrid electric assistance—often achieve similar results more simply.

Notable factory examples

While uncommon, several manufacturers have sold twincharged vehicles, from homologation specials to mass‑market hatchbacks and premium sedans.

• Lancia Delta S4 (1985–1986): Group B rally legend and Stradale road cars paired a Roots‑type supercharger with a turbo for instant response and huge power.
• Nissan March/Micra Super Turbo (1988–1989): A tiny 0.9‑liter four used both devices for lively performance in a featherweight package.
• Volkswagen Group 1.4 TSI “Twincharger” (mid‑2000s–mid‑2010s): Sold across VW, Seat, and Skoda models (e.g., Golf, Polo, Ibiza, Fabia), this engine delivered big‑car torque from 1.4 liters before the brand pivoted to simpler turbo-only units.
• Volvo Drive‑E 2.0L T6/T8 powertrains (mid‑2010s–early 2020s in various markets): Combined a supercharger and turbo; in T8 plug‑in hybrids the system was paired with electric drive for strong, linear performance. Volvo has since moved many lines toward simplified turbo‑hybrid setups.

These programs proved the concept’s strengths but also exposed the cost and calibration demands that make twincharging a niche choice.

Modern “electrified” variations

Many current powertrains emulate twincharging’s response using an electric supercharger or e‑turbo rather than a belt‑driven blower. The following examples illustrate where this approach has gone mainstream.

• Mercedes‑AMG inline‑six (M256) and newer four‑cylinders with electric‑assist turbos: An electric compressor or e‑motor on the turbo speeds spool for near‑instant boost.
• Audi V8 TDI/V6 applications with electric compressors: An e‑compressor fills in off‑idle while conventional turbos take over at higher flow.
• Jaguar Land Rover 3.0L I6 MHEV: Uses an electric supercharger to sharpen response before the turbo comes on song.

By removing the belt drive and using 48‑volt systems, these designs keep the low‑rpm punch while cutting parasitic losses and mechanical complexity.

Should tuners twincharge?

Enthusiasts occasionally add a supercharger to a turbo engine (or vice versa) to shape power delivery. Consider the following factors before attempting such a build.

• Packaging and cooling: Room for the blower, turbo, intercoolers, and piping is essential; heat management becomes a primary challenge.
• Engine internals and compression: Stacking pressure ratios can push cylinder pressures high—forged components and conservative compression help longevity.
• Fuel system and knock control: Upgraded injectors/pumps and precise ECU strategy (including boost‑by‑gear and thermal limits) are critical.
• Bypass and clutch strategy: Properly bypassing or decoupling the supercharger at handoff prevents pumping losses and surge.
• Legal and emissions compliance: Road legality varies widely; plan for inspections and certifications where required.

For many builds, a well‑sized modern turbo, twin‑scroll housing, or variable‑geometry/e‑assist units may deliver similar drivability with far fewer compromises.

Reliability and ownership considerations

Owners of twincharged cars can maximize reliability and performance by focusing on proactive maintenance and careful operation.

• Stick to short oil‑change intervals with high‑quality, manufacturer‑approved oil and filters to protect turbo bearings and supercharger gears.
• Maintain cooling systems: Intercoolers, coolant, and charge‑air ducts must be clean, leak‑free, and heat‑soak resistant.
• Monitor boost and temperatures: Abnormal boost behavior or rising intake temps can signal valve, wastegate, or bypass issues.
• Use the correct spark plugs and fuel: Knock margins are tighter on high boost; follow OEM specs and use recommended octane.
• Warm up and cool down: Gentle driving after cold starts and brief cooldowns after hard runs extend component life.

Attentive care keeps the system’s advantages intact while reducing the risks that come with higher complexity.

Bottom line

Cars can—and do—use both a supercharger and a turbo. Twincharging remains a technically elegant way to deliver torque everywhere in the rev range, but cost, packaging, and thermal challenges have limited its spread. Today, many automakers achieve similar results with advanced turbo tech, 48‑volt electric compressors, and hybridization, reserving classic belt‑driven twincharging for specific use cases or enthusiast projects.

Summary

Yes, a car can have both a supercharger and a turbo, a configuration known as twincharging. It offers rapid low‑rpm response and strong high‑rpm power but adds cost, complexity, and heat management challenges. Notable examples include the Lancia Delta S4, Nissan March Super Turbo, Volkswagen’s 1.4 TSI Twincharger models, and Volvo’s Drive‑E T6/T8 engines. Modern powertrains often use electric compressors or e‑turbos to capture similar benefits with fewer compromises.

Is it possible to twin charge a car?

Multiple companies produce twincharger kits for cars like the Ford Mustang, Subaru Impreza WRX, Toyota MR2, and Mini Cooper S. Volvo produces a twincharged inline-four engine. There are also stock models with twin-turbo, such as: Chevrolet Camaro.

Is there a car with a supercharger and turbo?

The Genesis G90 is a 5-seater vehicle that comes in 3 trim levels. The most popular style is the 3.5T E-Supercharger, which starts at $104,495 and comes with a 3.5L V6 S/C and Turbo engine and All Wheel Drive.

Can you use a supercharger and a turbo at the same time?

Yes, a car’s engine can use a supercharger and a turbocharger at the same time in a setup called twin charging. This complex engineering feat combines a supercharger for low-end torque and a turbocharger for high-end power, aiming to provide a broad and consistent powerband across the entire RPM range. While rare due to engineering complexity and cost, twin-charged engines, like those found in some Volvo models, are an example of this combination, with the supercharger often handling low RPMs and the turbo taking over at higher speeds to eliminate turbo lag.
 
This video explains the concept of twin charging and how it works: 56sZab MotorsYouTube · Feb 9, 2024
How it works:

• Low RPMs: The supercharger provides immediate boost, delivering strong torque at lower engine speeds. 
• Transition: As the engine speed increases, the turbocharger begins to spool up. 
• High RPMs: The turbo takes over to provide boost, and the supercharger may be disengaged or “unloaded”. 
• Twin-charging setup: The overall pressure is increased by compounding the boost from both systems. 

Benefits of Twin Charging:

• Eliminates turbo lag: Superchargers provide power immediately, reducing the lag associated with traditional turbochargers. 
• Wide powerband: The combination provides strong low-end power from the supercharger and peak power from the turbo, covering the entire RPM range. 
• Increased power and torque: The combined effect of both forced induction systems significantly increases an engine’s output. 

Challenges of Twin Charging:

• Complexity: Integrating two different types of forced induction systems is a complex engineering task. 
• Cost: The additional components and intricate engineering required for a twin-charged system make it expensive. 
• Heat and durability: Managing increased heat and ensuring the long-term durability of the engine components under such stress is crucial. 

What do you call a turbo and supercharger together?

They have great boost at lower RPMs. And across a rev range the bad thing about superchargers is they take energy away from your engine. So if you could use a turbocharger instead of a supercharger.