1) That's definately aftermarket.
2) That won't make the same power as the Turbo'd version
3) That's the only one anyone has ever seen like that.
4) It looks puny.
5) Did I mention that Turbos > Superchargers?
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
Looks like a roots blower on a 7MGE. Its no big deal to fit. All you need is a pully and intake manifold. Easier than trying to fit a turbo to a 7MGE. The real question is why? For a street driven show car I can see it. The blower will stand out in a crowd of turbos. Cost wise it dosen't work out, and the blower will run out of breath quick.
5) Did I mention that Turbos > Superchargers?
Gotta disagree with Jeeves though. I am a huge fan of the twin screw blower. It can deliver 30LBS of boost at the top, and unlike the turbo gives you boost off idle. Oh yeah and no lag.
Linear boost sucks. Max boost at redline sucks. Besides that, who wants to get out and change a gear to get more boost. They also take power from the motor to turn, so from a start there is no/minimal boost on a blower, and it takes power to turn.
Since you want to talk about high PSI applications, I'll compare the current big-dogs in the SC/Turbo arena. Boosted 5.0's. Why do you think they keep having to restrict, and tack on more rules and limits to the Turbo 5.0's and not the SC'd ones? Mainly because the Turbo'd 5.0's were walking up and down the SC-ers, so much so that they had to place restrictions on the Turbo usage so that they couldn't dominate like they were.
I'm not seeing your positives.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
We talkin about the same kind of blower? Granted a roots type such as those made by Eaton (like the one above) can't make anything at the redline, but a twin screw design like those made by Whipple are another story. They can make high boost and sustain it. Now when talking about a larger displacement V8 that is another story. A turbo is great for the V8. With a small or big blocks ability to make low end torque a turbo is ideal. That way you can add power to the top end and not have to worry about roasting the tires off the line, or when comming out of a corner. With the added bonus of less parasitic loss vs the SC. In a small displacement engine, such as those found in imports, they just can't get it done down low. So a SC is a little better suited giving you some grunt down low to come off the line, or to power out of a corner. That is why I am a fan of the screw blower it can get it done low and high. Unlike the roots type which only gets it done down low or the turbo/centrifugal SC which only get it done up high. Oh yeah, Whipple makes kits for the 4.6 that can push 25 PSI.
There's a reason there's not a good SC kit for the 7M.
Superchargers are good in certain scenarios, but they aren't nearly as versatile. The lack of versatility is both good and bad. It's good because it is stable and constant and you are less likely to blow stuff up. It's bad because you are limited to the pulley and can't decide to have an extra 5 pounds of boost right now, should you so desire it. If you can handle this and just want something to drive everyday with no worries superchargers are good solution.
Turbochargers are much better though. A well designed turbo system with equal boost and a properly sized turbo will probably out perform a comparable supercharged system. (Turbo's are more efficient than a good SC figure roughly 30% of the power a SC makes is used to drive it, where as 5%~ish (Exhaust blockage by the turbo) of the power a turbo makes is used to drive it.) This is shown in any competetion arena where Turbo's and SC's compete. You'll notice a more "restrictor plate" racing method of racing on the Turbo sise -vs- the SC side.
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1988 Mk3 Turbo Targa - 17.5psi, 486hp, 494tq.
[img]http://www.**********s.com/supra/rsw_sig_stupidTN.jpg[/img]
Who came up with this 500px wide BS?
That is true. In a pure race application a turbo is the way to go. You will never see revs low enough to worry bout boost threshold on a circut. On the strip you can tune clutch slip or the torque converter for a high rev launch. I tend to look at the overall performance. How versitile will the engine be? I like a system that can deliver well enough at the top for a lot of power, and still deliver streetable power below 3000 revs. I have seen more than a few turbo dyno charts that show the motor to be a gutless wonder untill 3000 then power comes on like a brick wall. great if all you want is a dyno queen. I still need to enjoy my car. Even though I love the SC I will probably stay turbo on my Supra. I like the pshhhh sound from the BOV when you shift. I'll save the SC for the truck.
i dunno if u remember those old saabs...they were turbo and sc'ed at tha same time... just turbo this motor ...it'd b fkin sick
I think Saab also played with varriable compression ratio as well. It had a bellow on it and the head would tilt to change the combustion chamber volume. Or maybe it was Audi. One of those funny named Euro companies.
if anybodu knows where the information about these saab setups please tell. u see i was looking in a book call "How to tune and modify you ecu" (just reading up) and saw this supercharged, turbo motor. dont know kinda scares me. ne way if u got info post plz
Back in the day HKS did make a twincharger setup for the 4A-GZE powered AW11's. Essentially had a turbo blowing into the stock roots blower and ended up with compounded boost, basically the same air flow getting pressurized twice. Sadly the stock roots blower just became an intake restriction after about 280whp.
Currently there's a twincharger kit being offered for the Mini Cooper S. Same theory, have a turbo blowing into a roots supercharger.
Twin screw blowers are great and all, and that whipple kit will supply 25 psi and have much better off-idle boost response than a centri or roots, but just the same especially with a ford modular like the 4.6L you'll snap the crank snout right off. Same gig with factory 5.0L cranks. For a supercharged app a twinscrew is king, but turbos still rule superchargers.
Same as twin screws totally changed blowers newer turbocharger technology like Garretts GT series and a slew of others are shaking up the turbo game. like GT40R's that can supply for over 800rwhp but spool like a T61. A properly sized turbo for the application is key, more often than not people buy turbos far larger than they really need when upgrading. Then people whine about lag. Honestly, having driven several big turbo cars, you can drive around it.
if anybodu knows where the information about these saab setups please tell. u see i was looking in a book call "How to tune and modify you ecu" (just reading up) and saw this supercharged, turbo motor. dont know kinda scares me. ne way if u got info post plz
The MR6 project. Turbo magazine did a series of storeis on it. It was built down here in central Texas.
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