Speaking purely from a point of the super charger its a simple calculation. Here is a website to do the math for you
http://www.performancetrends.com/Calcul ... ulator.php
10 psi is what i would expect at some max rpm , to some circles that is low boost(dsm) but other guys (v8) may consider that high boost. 10 psi is reasonable for the m30 with studs.
but boost does not directly correlate to engine power(airflow)
also that math doesnt tell you much, doesnt account for how your engine flows, doesnt account for that turbo you plan to stick on.
I would prefer to make a calculator in excel that allows me to plot everything in terms of rpm with calculations done in cfm. You have some fixed constants like displacment of the sc and engine but you dont have a turbo so that is variable.
heres how i might do it, could be totally wrong so i would research
start with a power goal
figure out required airflow for powergoal, account for power losses
determine how you want to make that power, you want it to be low end and streetable or high rpm
Things can get real complicated if you were going to grind a custom cam but if your using a stock cam then you know where the engine is at its max flow.
i have never designed a compound setup so i would start with the turbo and size it for what your goal is, so maybe a large turbo ran at low boost with lots of airflow
determine what turbo you will use and grab the compressor map, i imagine this will be trial and error
the tricky part will then be balancing the pulley size of the sc and the wastegate pressure of the turbo to get the desired airflow to the engine. This is where i imagine tunning will be a bitch.
I'm missing more details on this and could probably go on an engineering ramble. My opinion though is to ditch the sc and just keep the turbo, you can easily make 500 hp with a turbo. Typing all of that made me realize there is no reason you would need two sources of compressing air for an m30 unless you were trying to break 1000 hp.