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Turbo vs Supercharger

Discussion in 'Performance and Tuning' started by beastlytaco, Oct 16, 2008.

?

Which one: turbo or S/C

  1. Turbo

    318 vote(s)
    28.0%
  2. Supercharger

    650 vote(s)
    57.2%
  3. Dont spend the money on either

    168 vote(s)
    14.8%
  1. Nov 3, 2008 at 8:02 PM
    #21
    chris4x4

    chris4x4 With sufficient thrust, pigs fly just fine. Staff Member

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    I was running 15.5 psi on a Dodge 5.9. 6.5 psi on my 2.7, but it could have easilly handled more. As long as the fueling is right, and the internals are strong enough. 6.5 psi from an SC is the same as 6.5 from a turbo.
     
  2. Nov 4, 2008 at 1:06 PM
    #22
    geerts016

    geerts016 geerts016

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    how could a s/c be as efficient as a t/c? the s/c runs off of the crankshaft so it's just something extra for your engine to turn, the turbo is running off of already used energy. how does that make sense?
     
  3. Nov 4, 2008 at 2:55 PM
    #23
    dually

    dually Low and slow

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    Not as many as the 98..
    Exactly, superchargers have more drag on the motor thus less power at the same PSI, then with a turbo of the same PSI.
     
  4. Nov 4, 2008 at 3:15 PM
    #24
    chris4x4

    chris4x4 With sufficient thrust, pigs fly just fine. Staff Member

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    Its a blockage in the exhaust system. Its not "Free h.p.". A turbo DOES have a parasitic drag on the engine. Install a Turbo on a engine but instead of connecting the intake, run the stock intake. Do the same with a blower. The two will be very similar in the amount of h.p. lost, via parasitic drag. Also, Turbos creat boost with a centrifugal type blower. They dont move alot of air by volume, thus they need a higher psi to fill the combustion chamber with a desiered charge. Most SC's are a Positive displacement type blower. I.e., an Eaton M62 moves 62 cubic inches of air per rotation. They move MUCH more air thus they can run less boost. Why do you think Top fuel cars use a SC instead of Turbos? I have found that running a much larger blower than whats recomended, but running less boost, yeilds the same power, and a cooler intake charge air temp. Makeing tuneing much more easy. With a Turbo, not only is the air heated via higher psi, but also, as the turbine is driven by the exhaust, the intake turbine absorbs this heat, and transferes it to the intake air.
     
  5. Nov 4, 2008 at 3:23 PM
    #25
    RoyB

    RoyB Well-Known Member

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    turbo if you can. makes more power and doesnt have near the loss the SC has.
     
  6. Nov 4, 2008 at 3:28 PM
    #26
    -TRDMAN-

    -TRDMAN- ΜΟΛΩΝ ΛΑΒΕ

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    Supercharger all the way!!!!!!:D
     
  7. Nov 4, 2008 at 3:37 PM
    #27
    Buellie

    Buellie Active Member

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    Are these turbo and superchargers kits from a company, or are they custom made?

    If they are kits, who makes them?

    I would like to know how much they cost.
     
  8. Nov 4, 2008 at 4:29 PM
    #28
    geerts016

    geerts016 geerts016

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    alright i'll believe that about the turbo restricting exhaust flow.
     
  9. Nov 5, 2008 at 9:44 PM
    #29
    Buellie

    Buellie Active Member

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    Ok, so who makes these kits?
     
  10. Nov 6, 2008 at 1:13 AM
    #30
    Kyouto42

    Kyouto42 Iron Beard

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    I've never, ever heard or seen a supercharger that's more or even close to as efficent as a turbo. That being said... there are issues with both and which to run depends on your situation really.

    Pro's SC:
    - Reliabilty
    - Heat's not really an issue
    - More even powerband
    - Better for torque numbers
    - Whine :D

    Pro's Turbo:
    - Efficency for HP gain
    - Massive pull when the boost kicks in at a decent boost setting. No rush like it.
    - Whistling and awesome BOV's :D

    Cons SC:
    - Driven off the pully, less efficent

    Cons Turbo:
    - Uneven powerband, depending on setup/tune usually won't start to see any pull until 2.5k + rpm's.
    - Heat. Watercooled turbos are a win now, but the old oil cooled generate a ton of heat. Which makes oil changes even more imperative and ensuring you get the right oil weight balance so you're not starving the turbos and getting adequate protection in the engine.
    - Rebuilds (bearing replacement) around 50-60k *normally*

    Personally I prefer a TT setup over both any day... best of both worlds really. Draw is you won't get as much power low end as you can from an SC, not as much top end as from a single either. However, they're usually a more reliable setup, less turbo lag, smoother transition...

    Other option is do both, SC and Single or TT :p. There are a few 300zx's out there with it... and all I gotta say is Jebus.

    However, as for a truck I'd probably go with an SC.
     
  11. Nov 6, 2008 at 12:31 PM
    #31
    Zebra

    Zebra Well-Known Member

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  12. Nov 6, 2008 at 12:32 PM
    #32
    beastlytaco

    beastlytaco [OP] This is TW. One never knows what is a joke anymore

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    4 cyls too??
     
  13. Nov 6, 2008 at 2:29 PM
    #33
    Zebra

    Zebra Well-Known Member

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    yup 4 bangers too
     
  14. Nov 14, 2008 at 10:34 AM
    #34
    gsxr3000

    gsxr3000 Well-Known Member

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    definitely s/c
     
  15. Nov 14, 2008 at 2:13 PM
    #35
    MaxKanisha

    MaxKanisha New Member

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    I own an Evo and I LOVE the feeling when I hit full boost.. Its a feeling you don't get while driving a S/C engine. So I vote turbo. And turbo lag is overrated, its not even that bad.
     
  16. Nov 14, 2008 at 2:32 PM
    #36
    TSUNAMI*22

    TSUNAMI*22 Obama can suck-it

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    Supercharger = Bad gas mileage but quicker response to throttle. More sensitive to bad air-fuel mixtures (high-altitude driving).

    Turbocharger = Passive gas consupmtion, better drivability and economy with consideration for varying ambient atmospheric air-pressures, however turbo tends to lag slightly behind throttle input. More consistent power at altitude depending on waste-gate settings.
     
  17. Nov 14, 2008 at 4:11 PM
    #37
    chris4x4

    chris4x4 With sufficient thrust, pigs fly just fine. Staff Member

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    Most superchargers today have a bypass valve that allows normal engine mpg under non boost conditions. When I boosted my 2000 Tacoma, I saw no change in mpg. and in some cases it was better.
     
  18. Nov 15, 2008 at 5:02 AM
    #38
    TSUNAMI*22

    TSUNAMI*22 Obama can suck-it

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    A supercharger? Must be a supercharger I ain't heard of. That sounds like a turbocharger.

    If it runs off your exhaust, it's a turbocharger.

    What brand was it? Link?
     
  19. Nov 15, 2008 at 5:14 AM
    #39
    Ridgerunner

    Ridgerunner Well-Known Member

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    http://www.magnusonproducts.com/bypass.htm
    Just one example. Want more?? Why are you challenging Chris' knowledge so much?
     
  20. Nov 15, 2008 at 5:17 AM
    #40
    chris4x4

    chris4x4 With sufficient thrust, pigs fly just fine. Staff Member

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    Most all superchargers for street vehicles have a bypass valve. Race applications dont, as there is not really a need for them under WOT conditions.
    The super charger I used was an Alpine SC.
    http://www.alpine-developments.us/wwwroot/toy00super.htm
    [​IMG]
    On the rear of the unit, you see the "can" that uses vaccume to opperate the pypass valve. The TRD superchargers are the same. The Supercharger's I have used on other vehicles were Kenne Bell chargers, and had a similar set up. On a street aplication, a pypass valve MUST be used otherwise, a rough idle condition occuers, and it leads to drivability problems when not under boost conditions, also known as compresser surge.
    http://www.superchargersonline.com/content.asp?ID=14
    http://www.superchargersonline.com/content.asp?ID=85
    The Bypass Valve
    Compressor surge is a problem that affects most superchargers and develops when the supercharger is creating boost, but the throttle shaft is closed. Although not a problem on some low-boost (5psi or less) applications This condition can occur under deceleration or while shifting between gears, and can cause the car to sputter and chirp. Under surge, the compressor forces air into the closed throttle body until the pressure inside the throttle body is higher than the amount of pressure being created by the supercharger, and the air tries to pop backward through the supercharger. At that point, pressure is released inside the throttle body and the compressor forces air back through the supercharger and into the throttle body, which again has nowhere to go, and the process repeats. While surge normally is not highly damaging to the engine it is certainly annoying and can cause damage with time. To eliminate these problems under surge conditions, a bypass valve (sometimes called an anti-surge valve) is used to release the excess pressure. The bypass valve is actuated using intake manifold vaccuum, which opens the vent valve and releases pressure in the air-intake. Air is either released into the atmoshpere (blowoff valve) or recirculated back through the supercharger compressor (bypass valve).
     
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