So I've been doing research over on s10planet and they seem to be s/c guys. My question is, since I'm assuming your turbo boys, what are the pros and cons of turbos compared to s/c? And what would ou guys recommend for a TT setup? Parrellel, compound, Sequential or some other way. I ask about twins because my main thing with turbos from what I know is lag. I hate lag
Turbo Pros
- Thread starter Gmm213
- Start date
autoaddictions
Active member
Re: Turbo Pros
see how this works single turbo set up.
PTEGTQ72 turbo,RPM ported vortec heads,RPM 3" down pipe tial wastegate,Rpm front mount intercooler. Comp 422 cam,comp magnum pushrods stock length.Comp 1.6 roller rockers, JE forged pistons,Eagle rods,Stock Nitrated crank, Program Splayed caps,Stock extrude honed exhaust manifolds. Areomotive a1000 fuel pump -10 feed RPM billet fuel rails, Sumped the stock tank,Msd 6a,MSD distributor,MSD coil,NGK tr6 plugs gaped at 22,Big Stuff 3 ECU and tranny controler. George Blake 4l80e Fully built w/ 3200 stall converter, Ac delete, Abs delete, CBR Battle bars, CBR ZO6 brake caliper bracket kit with Eradispeed rotors,HKS ez boost controler, #75 injectors and a 3.5" Exhaust with Borla XR1 muffler no cat.
That should do it.
see how this works single turbo set up.
PTEGTQ72 turbo,RPM ported vortec heads,RPM 3" down pipe tial wastegate,Rpm front mount intercooler. Comp 422 cam,comp magnum pushrods stock length.Comp 1.6 roller rockers, JE forged pistons,Eagle rods,Stock Nitrated crank, Program Splayed caps,Stock extrude honed exhaust manifolds. Areomotive a1000 fuel pump -10 feed RPM billet fuel rails, Sumped the stock tank,Msd 6a,MSD distributor,MSD coil,NGK tr6 plugs gaped at 22,Big Stuff 3 ECU and tranny controler. George Blake 4l80e Fully built w/ 3200 stall converter, Ac delete, Abs delete, CBR Battle bars, CBR ZO6 brake caliper bracket kit with Eradispeed rotors,HKS ez boost controler, #75 injectors and a 3.5" Exhaust with Borla XR1 muffler no cat.
That should do it.
SYCLONE#1531
'MOFOFAST
Re: Turbo Pros
Ive noticed superchargers can be boost limited because of belt slippage issues.. My buddly has a novi sc viper and is belt slip limited to about 12 lbs. You do not have this problem with turbos. He says if he would have known about this issue before he wouldve went turbos! I know my truck would be a real turd if it were limited to only 12lbs! Cog belt systems can be used on the sc for higher boost levels but at a bigger expense and a loss of valuable space.:2cents:
Ive noticed superchargers can be boost limited because of belt slippage issues.. My buddly has a novi sc viper and is belt slip limited to about 12 lbs. You do not have this problem with turbos. He says if he would have known about this issue before he wouldve went turbos! I know my truck would be a real turd if it were limited to only 12lbs! Cog belt systems can be used on the sc for higher boost levels but at a bigger expense and a loss of valuable space.:2cents:
Re: Turbo Pros
Ok. If you guys say a single ill look into it more. I've never had any experience with either so this is helpful. Most I've ever done with either was put a pully on a super with a buddy and bolt a turbo on an Audi that had been rebuilt. What about the constant tuning that everyone talks about? Do they really need to be fiddled with all the time?
Ok. If you guys say a single ill look into it more. I've never had any experience with either so this is helpful. Most I've ever done with either was put a pully on a super with a buddy and bolt a turbo on an Audi that had been rebuilt. What about the constant tuning that everyone talks about? Do they really need to be fiddled with all the time?
SYCLONE#1531
'MOFOFAST
Re: Turbo Pros
My truck was tuned by RPM (MULTI CHIP) and basically a bolt on only truck. It went 11.40 on this run with a 61mm turbo and a bone stock cammed long block. You will not get this kind of performance from a SC.:lol:
http://www.youtube.com/watch?v=d_UzdO1kXpU
My truck was tuned by RPM (MULTI CHIP) and basically a bolt on only truck. It went 11.40 on this run with a 61mm turbo and a bone stock cammed long block. You will not get this kind of performance from a SC.:lol:
http://www.youtube.com/watch?v=d_UzdO1kXpU
BoostedSUV
Active member
Re: Turbo Pros
Super chargers take power to make power, turbos use otherwise wasted exhaust flow to make power. Turbos are more adjustable than superchargers as well. Twins are cool but a good single turbo will get done what need to get done. I've got a PTE60-1 I'd like to sell. Got me into the high 11's at 18psi on pump gas.
Super chargers take power to make power, turbos use otherwise wasted exhaust flow to make power. Turbos are more adjustable than superchargers as well. Twins are cool but a good single turbo will get done what need to get done. I've got a PTE60-1 I'd like to sell. Got me into the high 11's at 18psi on pump gas.
Flyin Ryan
hated cuz he drives fords
Re: Turbo Pros
They both make power.. depends on preference and goals and they both have trade offs.. here's a few that i can think of from my experience.
SC
Easy to up boost out put via pulley swap but it's limited to the compressor head and pulley
Easy to install especially the self contained units that don't require you to tap the oil pan
Tends to add a bit more weight then turbo to the front of the vehicle due to all the brackets/tensioners
Belt slippage, may not be a problem but at a certain power level it always tends to appear
Easier to tune then turbo cars in some cases
Puts more stress on crank snot
Crank pullies require more room in the radiator area so depending on app and rad setup you may have clearance issues
Turbo
Power band can hit harder/lower in the rpm
Power out put is fully adjustable
Produces allot of heat under the hood to damage/melt shit
Install blows if it's not a factory turbo app
If the parts are not matched up to play well together it'll make a bigger impact performance wise
So many options of turbo combos out there
They both make power.. depends on preference and goals and they both have trade offs.. here's a few that i can think of from my experience.
SC
Easy to up boost out put via pulley swap but it's limited to the compressor head and pulley
Easy to install especially the self contained units that don't require you to tap the oil pan
Tends to add a bit more weight then turbo to the front of the vehicle due to all the brackets/tensioners
Belt slippage, may not be a problem but at a certain power level it always tends to appear
Easier to tune then turbo cars in some cases
Puts more stress on crank snot
Crank pullies require more room in the radiator area so depending on app and rad setup you may have clearance issues
Turbo
Power band can hit harder/lower in the rpm
Power out put is fully adjustable
Produces allot of heat under the hood to damage/melt shit
Install blows if it's not a factory turbo app
If the parts are not matched up to play well together it'll make a bigger impact performance wise
So many options of turbo combos out there
qbnkiller
Conflaguration Specialist
Re: Turbo Pros
as has already been mentioned by a couple others here, a blower requires power from the engine to operate. smaller units are belt driven. when you get into the real powerful blowers (like a Procharger F3r), they can require as much as 1000hp to turn at 35+#. turbos are a bit more complex from a packaging and control stanpoint. in the hands of a knowledgeable builder/tuner, both have the capacity for impressive results.
as has already been mentioned by a couple others here, a blower requires power from the engine to operate. smaller units are belt driven. when you get into the real powerful blowers (like a Procharger F3r), they can require as much as 1000hp to turn at 35+#. turbos are a bit more complex from a packaging and control stanpoint. in the hands of a knowledgeable builder/tuner, both have the capacity for impressive results.
Don W.
Stab it and steer it
SYCLONE#1531
'MOFOFAST
MadMike
Member
Re: Turbo Pros
Whats the difference between a T and a S/C? S/C are for PU$$YS.....haha
You can make power any way.
I'm not going to say this applies to racing setups
I think sc is better for larger motors for the streetrod types. If you have like a SBC or BBC you only need 12-16psi (and thats alot) or ur get to the point ur spending so much on the long block you could be building for 2000Hp.
I can get a junkyard 350 slap on a SC puke it out at 500-600hp all day and replace the motor again and again for yard 350 prices.
S/C are not as efficent, so they make more heat in the same amount air flow (power is flow) as a turbo would saying apple to apples and your in the range of boost ur compressor is designed for. And you have all that paracidic drag.
w/e, ur not going to have as much battle with detonation with the same flow with a T over the S/C.
On a smaller motor your going to have to have it built to make power (500+) so once you have a solid motor your built. Turbo it and can go nuts 30psi...well there's a limit w/o other adders(alky) but you'll need them sooner with the SC.
Turbo setups are way more complex in the plumbing.
S/C is better for low boost bc of the easy of installation and cost for coming from N/A.
T/C is better in everyway but cost and complexity of plumbing and EFI moding/tuning.
S/C is old technology and simple. You carburate it for what most people talk about.
Turbos are not to good for street driving with a carb.
In the end, I go T because 'WHOOOOSH!!!!!!' (The sound my sleeper makes blowing away most 60s and 70s, stock wanna be supercar, and the rest)
And I'll whip most of those whurring, rattling, carb'ed disasters on the top end, back end, and be able to cruise the street without using as much gas as a boat, but they do sound cool idling at a car show,
IMHO.... HAHA
Whats the difference between a T and a S/C? S/C are for PU$$YS.....haha
You can make power any way.
I'm not going to say this applies to racing setups
I think sc is better for larger motors for the streetrod types. If you have like a SBC or BBC you only need 12-16psi (and thats alot) or ur get to the point ur spending so much on the long block you could be building for 2000Hp.
I can get a junkyard 350 slap on a SC puke it out at 500-600hp all day and replace the motor again and again for yard 350 prices.
S/C are not as efficent, so they make more heat in the same amount air flow (power is flow) as a turbo would saying apple to apples and your in the range of boost ur compressor is designed for. And you have all that paracidic drag.
w/e, ur not going to have as much battle with detonation with the same flow with a T over the S/C.
On a smaller motor your going to have to have it built to make power (500+) so once you have a solid motor your built. Turbo it and can go nuts 30psi...well there's a limit w/o other adders(alky) but you'll need them sooner with the SC.
Turbo setups are way more complex in the plumbing.
S/C is better for low boost bc of the easy of installation and cost for coming from N/A.
T/C is better in everyway but cost and complexity of plumbing and EFI moding/tuning.
S/C is old technology and simple. You carburate it for what most people talk about.
Turbos are not to good for street driving with a carb.
In the end, I go T because 'WHOOOOSH!!!!!!' (The sound my sleeper makes blowing away most 60s and 70s, stock wanna be supercar, and the rest)
And I'll whip most of those whurring, rattling, carb'ed disasters on the top end, back end, and be able to cruise the street without using as much gas as a boat, but they do sound cool idling at a car show,
IMHO.... HAHA
DanenGraham
Big in the rear
Re: Turbo Pros
A positive displacement roots style will have way more low end than a turbo, some dyno graphs they are at full boost by 1700-2000rpm with a manual trans. Superchargers are great in many ways. People are also putting wastegates/bypass systems on them, that overspin the blower, and control the boost to the level you want, but are spinning much faster down low for even more ftlbs at lower rpms.
A positive displacement roots style will have way more low end than a turbo, some dyno graphs they are at full boost by 1700-2000rpm with a manual trans. Superchargers are great in many ways. People are also putting wastegates/bypass systems on them, that overspin the blower, and control the boost to the level you want, but are spinning much faster down low for even more ftlbs at lower rpms.
