Damn, where do we start.
We would have to start with how a engine works first. Your engine is nothing more than a large pump. You have a cam(or 2 dpending on the engine), valves, and pistons. As you turn your key, the starter starts the pumping action. The first stroke downward of the piston draws in air thru the opened intake valve that the cam has opened, also at the same time fuel is injected. The next stroke is the upward motion which compresses the air and fuel. At This time, a spark from the Spark Plug ignites this mixture, and the explosion forces the piston downward turning the crank which in turn turns the flywheel, turning the clutch and so on to the wheels. Now the fourth stroke, hence a four stroke motor, the cam has now opened the exhuast valve and the piston pushes the exhuast out into the header, to the exhaust and so on. All this motion is set by the timing, hence the timing belt.
OK, pretty basic, but you get the idea. Now, the more air you put into that mixture will produce a bigger and faster bang, in turn creating more horsepower. This is where forced induction comes in. A turbo FORCES more air into the pump. The turbo has two sections, and for some reason I cannot think of the names right now, but there is an exhaust side and a air side. The exhuast exiting the header hits the (wind) vanes in the turbo turning the a shaft which is connected to another vane which speeds up the motion of air. Let me talk about turbo lag at this point. Did you have a pinwheel when you where a kid? If you did, you will remember that when you first blew onto the pinwheel, it started of slow, then finally sped up. That is essentially how turbo lag works. It takes time for the exhaust to spin the vane, plus the air has to travel thru piping and the intercooler. Now on a supercharger, instead of the exhuast turning the vane, a belt is hooked to the vane. So since the engine is turning the belt that is turning the vane, there is no Lag, BUT, you lose a little low end power because now the engine has to turn one more accesory.
OK, now with all of this air, you need more fuel, or things start to denenate (sp?). You can add more pressure by means of a Auxillary Fuel Pressure Regulator (AFPR) or a bigger fuel pump.
Now, with the engine making more power, the ECU is trying to send more fuel to the injectors. You asked about injector duty cycle. Each injector has its limit. The injector duty cycle is the amount the injector can inject fuel in a certain cycle. If you max out the injector duty cycle of the injector, and you need more fuel, then you have another problem. This is where larger injectors come in.
So now we have enough air, enough fuel, the exhaust is turning the turbines and producing forced air. Now lets look at where the air goes from the turbo. It usually travels thru some piping to an intercooler, which is sort of a radiator, but instead of water, it uses air to cool air, like a condensor. After the intercooler it travels to the throttle body. Usually before the throttle body, there is a BOV or Blow Off Valve. Thsi valve has a spring with a plate set to a certain tension. Whats its purpose. Well, when you got your foot to the floor, and you see the copper up ahead, the first thing you do is get off the throttle. So now you have closed the butterfly in the throttle body, and the air has no where to go. With a blow off valve, if the pressure is high enough for the tension you have set on the spring, then it will push the plate open and blow out the BOV, making a very cool sound.
I have no idea what a BSFC
This is just a basic explanation, if I can go further in detail for you, just ask.
) There are only piggyback systems that can map fuel (Emanage)but again we are stuck with just 1 solution to a problem.....timing. Thats why we chose not to go the emanage route.
