The Two Types of Superchargers Explained

The two primary types of superchargers are positive displacement and dynamic (centrifugal) superchargers. Both compress incoming air to boost engine power, but they do it in fundamentally different ways that affect throttle response, efficiency, packaging, and real-world performance. Here’s what sets them apart, where each shines, and how to choose between them.

What Distinguishes the Two Supercharger Families

Positive displacement units deliver nearly constant boost across the rev range by moving a fixed volume of air each rotation, making them strong at low rpm. Dynamic (centrifugal) superchargers create boost that rises with shaft speed—typically peaking near redline—delivering high-rpm efficiency and strong top-end power.

Positive Displacement Superchargers

Positive displacement (PD) superchargers, such as Roots and twin-screw designs, displace a set volume of air per revolution and push it into the intake manifold. Roots blowers primarily move air (with little internal compression) and rely more on the manifold to build pressure, while twin-screw (Lysholm) units compress air internally as rotors mesh. PD superchargers are prized for immediate boost, robust low-end torque, and responsive drivability—features long favored in muscle cars and trucks. Modern PD units like Eaton’s TVS (a refined Roots-type with four-lobe rotors and 160-degree twists) improve efficiency and thermal behavior compared with older designs.

Dynamic (Centrifugal) Superchargers

Centrifugal superchargers accelerate air outward via an impeller spinning at very high speeds, then slow that air in a diffuser/volute to convert velocity into pressure. Boost rises with rpm, so low-rpm assistance is moderate, but top-end power can be excellent. Centrifugal units are compact, often more efficient at high flows, and can be gear-, belt-, or electrically driven. In road vehicles, “centrifugal” is the dominant dynamic type (axial-flow compressors exist industrially and in turbines but are rare in cars and bikes).

How Each Type Works, Mechanically

While both superchargers are mechanically driven (belt, gears, or an electric motor) rather than exhaust-driven like turbochargers, their core components and airflow paths differ in critical ways.

• Positive displacement: Intermeshing rotors (Roots or twin-screw), close clearances, and a housing that seals chambers to move or compress set volumes of air per revolution.
• Centrifugal: An impeller wheel, diffuser, and volute scroll convert rotational kinetic energy into pressure; gearing or step-up drives can multiply shaft speeds dramatically.

These design differences explain why PD units give immediate, near-linear boost while centrifugal units deliver rising boost that peaks at higher rpm, often with superior high-speed efficiency.

Advantages and Trade-offs

Each type carries strengths and compromises that affect drivability, heat management, and installation.

• Positive displacement pros: Immediate boost and torque; strong low- and mid-range response; predictable, linear feel; common OEM packaging atop the intake (short air paths).
• Positive displacement cons: Can generate more heat (lower adiabatic efficiency in some designs); larger packaging on top of the engine; parasitic losses can be higher at cruise if not carefully managed with bypass systems.
• Centrifugal pros: High efficiency at elevated rpm and flow; compact front-of-engine packaging; scalable with pulley/gear ratios; often lower intake air temperatures under sustained high-rpm use.
• Centrifugal cons: Less boost at low rpm (weaker bottom-end feel); requires careful boost control to avoid peaky delivery; plumbing can be longer, affecting transient response.

For daily drivability with robust low-end pull, PD units often feel more “instant.” For top-end horsepower and track-focused builds, centrifugal systems can deliver strong results with thermal efficiency advantages.

Where You’ll Find Them: Notable Applications

Automakers and tuners choose based on performance targets, packaging, and emissions/thermal strategies. Recent and well-known examples show both types in action.

• Positive displacement in production cars: Dodge/Chrysler Hellcat/Redeye (IHI twin-screw), various GM models with Eaton TVS (e.g., Corvette ZR1 C6, Camaro ZL1), Jaguar/Land Rover and Ford applications using Eaton TVS rotors.
• Centrifugal in performance and motorsports: Aftermarket kits from ProCharger and Vortech dominate; Kawasaki Ninja H2/H2R motorcycles use a gear-driven centrifugal supercharger; some 48V electric compressors (e.g., Audi SQ7 TDI) are centrifugal-style but electrically driven to fill low-rpm boost gaps.
• Electrified assistance: Modern systems may pair a turbocharger with an electric centrifugal compressor to improve response—still within the dynamic/centrifugal family, just motor-driven rather than belt-driven.

While PD units remain common in OEM V8 muscle and trucks, centrifugal systems have surged in aftermarket popularity and specialized OEM cases where high-rpm efficiency and compact packaging are priorities.

Choosing the Right Type for Your Build

Selecting between positive displacement and centrifugal superchargers depends on how and where you drive, as well as mechanical constraints.

• Driving style: Street torque and immediate response favor PD; track and high-rpm pulls favor centrifugal.
• Thermal management: Centrifugal often runs cooler at high rpm; PD systems benefit greatly from efficient intercooling and modern rotor designs (e.g., TVS).
• Packaging: PD sits atop the intake (taller hood profile); centrifugal typically mounts front/side with longer piping.
• Calibration and drivability: PD is typically easier to make feel OEM-smooth; centrifugal requires careful mapping to manage rising boost.
• Future upgrades: Centrifugal units can scale with pulley and impeller options; PD upgrades may require displacement changes or more robust cooling.

Weighing these factors against budget, emissions requirements, and intended use will point clearly to one family or the other.

Common Misconceptions

Supercharging terminology can blur with turbocharging or mix subtypes; these clarifications help.

• “Turbochargers are superchargers”: Turbochargers are compressors, but the term “supercharger” in automotive contexts refers to mechanically or electrically driven compressors, not exhaust-driven turbos.
• “There are only Roots and centrifugal types”: Twin-screw is a major positive displacement subtype; within dynamics, centrifugal is the practical automotive standard (axial exists but is rare in cars).
• “PD is always hotter”: Modern PD designs with efficient rotors and intercooling can be very competitive thermally, especially in street duty cycles.

Understanding subtypes—Roots vs. twin-screw under PD, and centrifugal under dynamic—helps match expectations to real-world behavior.

Summary

The two types of superchargers are positive displacement and dynamic (centrifugal). Positive displacement units (Roots and twin-screw) deliver near-instant, consistent boost and strong low-end torque. Dynamic/centrifugal superchargers build boost with rpm, excelling at high-rpm efficiency and top-end power in a compact package. The best choice hinges on desired power curve, packaging, and thermal strategy.

What are the two main types of superchargers?

Types. There are two main families of superchargers defined according to the method of gas transfer: positive displacement and dynamic superchargers.

What supercharger is better, centrifugal or roots?

Centrifugal superchargers are more efficient, create less heat, and deliver power at high RPMs, resembling a turbocharger, while Roots superchargers are positive displacement pumps offering instant low-end torque but generating more heat and less efficiently. The best choice depends on driving style: centrifugal is great for sustained high-speed, high-RPM applications, whereas Roots excel at providing quick, instant power for drag racing or street driving where low-end grunt is desired.
 
This video explains the fundamental differences between centrifugal and Roots superchargers, including their characteristics and applications: 1mToys4Life C5YouTube · Jul 14, 2024
Centrifugal Supercharger 

• How it Works: Uses a belt-driven impeller to generate boost via centrifugal force, similar in appearance to a turbocharger. 
• Power Delivery: Creates peak boost at high engine RPMs and has little boost at low RPMs. 
• Pros: High efficiency, less heat generation, and can be routed through an intercooler easily. 
• Cons: Lacks low-end power; power delivery is less immediate. 
• Best For: High-speed applications and road racing where maximum power is needed at high RPMs. 

You can watch this video to see the power curves of both centrifugal and Roots superchargers and understand their differences in power delivery: 52sLate Model Restoration (LMR)YouTube · Mar 2, 2025
Roots Supercharger 

• How it Works: A positive displacement pump with two meshing rotors that trap and move air to the intake. 
• Power Delivery: Provides instant, predictable low-end torque, making peak boost at lower engine speeds. 
• Pros: Delivers instant power for excellent off-the-line acceleration. 
• Cons: Less efficient, generates more heat, and can sometimes be a parasitic drain on the engine. 
• Best For: Drag racing and street applications where instant low-end torque is crucial for quick acceleration. 

Key Differences 

• Efficiency and Heat: Centrifugal designs are more efficient and create less heat than Roots types. 
• Power Band: Roots offer instant low-end power, while centrifugal superchargers build power more linearly towards high RPMs. 
• Application: Roots are ideal for drag strips and applications demanding quick launches, while centrifugal units suit sustained high-RPM road racing. 

What are the two types of Tesla superchargers?

There’s two types of Superchargers, the older v1/v2 chargers , and the newer v3/v4 chargers. You can identify them by their markings.

What’s the best type of supercharger?

A centrifugal supercharger will do a great job of producing power at high RPM while a positive displacement supercharger will produce good low-RPM power.