get in touch with rippmods i think they have a supercharger already out not certain though

 

RIPPMODS makes an awesome supercharger package for the gen3s, you should definately talk to them. It'll be 3 grand but what supercharger kit for any car isn't, and this one is of great quality.

 

The price on the two are very close to each other. From what I understand supercharger lack the power that a turbo can give. Turbos will beat on your engine more than supercharger.

 

talk to rippmods to make sure the s/c will not interfere with our right hand drive setup, eg the TRD/Kazuma s/c's will not fit on RHD camrys.

where in Australia are you?

 

talk to rippmods to make sure the s/c will not interfere with our right hand drive setup, eg the TRD/Kazuma s/c's will not fit on RHD camrys.

where in Australia are you?

i live in brisbane, australia

 

crazy_camry....how you own a camry, turbo or s/c??

 

While vacationing in Florida, I checked out the turbo Gen3 Camry V6 in Melbourne. After what I've seen, I wouldn't even THINK about a S/C. Turbo all the way....

 

where in melbourne was this i live in miami,fl and i would love to see this shit maybe he can join my carclub i have 4camrys so far only one is turbo so far it a gen3 with a 3sgte swap im next to get this swap soon everyone will

 

From what I understand supercharger lack the power that a turbo can give. Turbos will beat on your engine more than supercharger.

misinformation.

 

it all depends on what type of power you are looking for.. Do you want instant power from the line, or do you want top end power.. and you can customize things to fit your needs..

 

pros and cons of turbo/supercharger are as follows (note i am only talking about 1 kind of supercharger there are many types)

turbo pros
-easy to raise boost levels
-more efficient in terms of hogging power from the engine
cons
-more to maintain
-more boost, harder on the engine
-spool time is generally longer than an s/c (depending on the turbo)

s/c pros
-almost no spool time (power off the line)
-less maintenance than a turbo
cons
-drives directly off of the crank rather than exhaust, so it takes more power to spool the supercharger

ratko is right, a supercharger can equal the amount of boost the t/c can, its just a matter of your engine being able to handle the extra power.

im probably going to end up doing a turbocharger setup, because the base setup is a lot cheaper. in your situation, id go with what offers the most power per buck.. and that is for sure the RIPPMODDS supercharger.

jon

 

pros and cons of turbo/supercharger are as follows (note i am only talking about 1 kind of supercharger there are many types)

turbo pros
-easy to raise boost levels
-more efficient in terms of hogging power from the engine
cons
-more to maintain
-more boost, harder on the engine
-spool time is generally longer than an s/c (depending on the turbo)

s/c pros
-almost no spool time (power off the line)
-less maintenance than a turbo
cons
-drives directly off of the crank rather than exhaust, so it takes more power to spool the supercharger

ratko is right, a supercharger can equal the amount of boost the t/c can, its just a matter of your engine being able to handle the extra power.

im probably going to end up doing a turbocharger setup, because the base setup is a lot cheaper. in your situation, id go with what offers the most power per buck.. and that is for sure the RIPPMODDS supercharger.

jon

Once again with the misinformation. It is just as easy to raise boost on a turbo as a on a supercharger(you change a belt). They both need to be maintained the same amount. Not either can create more boost than the other. Spool time is not necessarily longer than a supercharger(roots and centrifugal), it all depends on the size of the turbine. A twin turbo setup on my friends civic makes 10 pounds of boost at 2500rpms. And that power that is gained from a turbo that's not taken by the belt like a supercharger is lost by the temperatures of the air coming out of the turbo.

And if you think that you're going to be able to build a turbo setup for less than the RIPPMODS setup, then you're dreaming. Especially with your 3rd gen v6. Even for a 5sfe It's going to be expensive. Seriously for all the stuff that you get in the RIPPMODS kit, it's a fucking good deal.

 

IMO, a supercharger is harder to maintain than a turbocharger. Let's say my turbo starts to burn oil because of a defect, and a typical turbo rebuild will run me about $500-600 tops. The price of rebuilding a supercharger is much more than that. In my particular turbo setup, it would take me about 15 mins to remove the turbo from the engine. For almost any Eaton-style blowers, it would require draining the cooling system, dissasemble drivebelts and accessories, etc... which should roughly take 1-2 hours. For the DIY'ers, 1-2 hours of work is nothing, but for those who pay mechanic hours, that's about $200 of labour easily.

A turbo setup is more prone to problems because it has more involving parts. You have the oil feed/return, many more vacuum hoses, and many parts that will be exposed to tremendous heat. However, for the DIY'ers, that's like regular maintenance/inspection at every oil change or so, but for beginners, things do deteriorate and breakdown if you don't inspect and fix them. That's why you see highschool punks with their Turbo Civics having problems all the time because they don't know how to inspect the necessary components and maintain them.

One thing I never like about roots-type superchargers of any kind is their lack of potential. The fact that the air cannot be intercooled (in SC terms, that's aftercooled) puts all the HP making to halt. Let's use the TRD blower as an example... the charger would not handle 10+ psi reliably and make efficient power like it would at say, 7-8 psi. The ways of cooling the intake charge on a blower is very limited (water injection, etc...), and those methods are pretty inconsistent.

About centrifugal superchargers... technically, that's like putting a turbocharger on a stick and drive it with the crank. The boost that the Cent. SC makes creates an extremely peaky power and torque curve. The fact that the boost increases with RPM is theoretically a failure when comparing to an actual exhaust-driven turbocharger. A turbocharger will ALWAYS have a much wider powerband even though they make the same peak power (whenboth turbines are the same trim and A/R).

And about superchargers being easy on the motor... it is true. A turbocharged engine will have an "engine recovery" period because there will be a moment the turbo will spool and the sudden rush of air will shock the engine. On a supercharged motor however, power is constantly there, and the power it makes will be much easier on the engine, tranny, engine mounts, etc...

 

Oh by the way, I speak with experience I am pretty sure that you all know that I have three cars... and one car is turbocharged, one car is supercharged, and the other one is All Motor done up to the tits (14.5:1 CR, 9400RPM)

 

Oh by the way, I speak with experience I am pretty sure that you all know that I have three cars... and one car is turbocharged, one car is supercharged, and the other one is All Motor done up to the tits (14.5:1 CR, 9400RPM)

all this time i thought all those cars there is part of your crew. didn't know you were a one man crew. mad props to you.:bowdown:

 

Oh by the way, I speak with experience I am pretty sure that you all know that I have three cars... and one car is turbocharged, one car is supercharged, and the other one is All Motor done up to the tits (14.5:1 CR, 9400RPM)

14.5:1 CR is nuts.

My motorcycle (01 Honda CBR929-RR) is 11.5:1.

 

About centrifugal superchargers... technically, that's like putting a turbocharger on a stick and drive it with the crank. The boost that the Cent. SC makes creates an extremely peaky power and torque curve. The fact that the boost increases with RPM is theoretically a failure when comparing to an actual exhaust-driven turbocharger. A turbocharger will ALWAYS have a much wider powerband even though they make the same peak power (whenboth turbines are the same trim and A/R).

Agreed.

I have 2 friends with supercharged Mustangs. One of them is always messing with different cams, intakes, etc... to try and smooth out the powerband.

The damn thing (Vortech R Trim) doesn't start spooling till 3,500 rpm.

Now he has a Vortech J Trim (big mofo) with a small pulley on it and a custom made power restrictor on the compressor inlet.

The other guy has a turbo kit (T72 turbo) waiting to be installed.

I'll take a turbo over a supercharger anyday.

 

Once again with the misinformation. It is just as easy to raise boost on a turbo as a on a supercharger(you change a belt). They both need to be maintained the same amount. Not either can create more boost than the other. Spool time is not necessarily longer than a supercharger(roots and centrifugal), it all depends on the size of the turbine. A twin turbo setup on my friends civic makes 10 pounds of boost at 2500rpms. And that power that is gained from a turbo that's not taken by the belt like a supercharger is lost by the temperatures of the air coming out of the turbo.

And if you think that you're going to be able to build a turbo setup for less than the RIPPMODS setup, then you're dreaming. Especially with your 3rd gen v6. Even for a 5sfe It's going to be expensive. Seriously for all the stuff that you get in the RIPPMODS kit, it's a fucking good deal.

sorry about the misinformation, but it is going to be much cheaper to do the turbo, with the kit coming out for the 3vz. if i had my choice id do a sequential twin turbo setup to get the most power. i agree that the rippmods kit is an excellent deal, it promises a certain amount of power at a relatively low price.

and im not dreaming, its called research

jon

 

Agreed.

I have 2 friends with supercharged Mustangs. One of them is always messing with different cams, intakes, etc... to try and smooth out the powerband.

The damn thing (Vortech R Trim) doesn't start spooling till 3,500 rpm.

Now he has a Vortech J Trim (big mofo) with a small pulley on it and a custom made power restrictor on the compressor inlet.

The other guy has a turbo kit (T72 turbo) waiting to be installed.

I'll take a turbo over a supercharger anyday.

yea with that kind of a setup (vortech centrifugal) someone once told me you make maximum boost at redline, because thats when the impellar is going to be spinning the fastest. good thing about the turbo is the wastegate which lets you reach a maximum boost level at a low rpm and maintain that same boost level until redline.

jon

 

yea with that kind of a setup (vortech centrifugal) someone once told me you make maximum boost at redline, because thats when the impellar is going to be spinning the fastest.

Correct.

The impeller speed is based on rpm of the engine, the size of the pulley on the supercharger, and the size of the crank pulley. Theres a formula for figuring it out (impeller speed) on Vortech's site.

The reason why my buddy put a small pulley on his Vortech J Trim was so that he can spin the impeller up hella fast. Instead of it spooling at 3,500 it'll spool at around 2,000 - 2,500. The blower is good for 1000+ hp.

good thing about the turbo is the wastegate which lets you reach a maximum boost level at a low rpm and maintain that same boost level until redline.

The wastegate regulates / controls the amount of boost.

Reaching maximum boost level (whatever it is) at low rpms has to do with the A/R (area to radius ratio) of the turbine housing.

The smaller the A/R the faster it spools up, but its not capable of making as much power as a turbo with a larger A/R. Large A/R spools slower, but capable of producing more power.

The Garrett / AiResearch T3 turbo that I had on my 3S-FE has a A/R of .48 and it spools at around 2,500 and I see boost (positive manifold pressure) a little after that.

 

The Garrett / AiResearch T3 turbo that I had on my 3S-FE has a A/R of .48 and it spools at around 2,500 and I see boost (positive manifold pressure) a little after that.

Yea, it's a perfect turbo for an engine with a 6000rpm redline and the gear ratios the 2nd gen 5spd has. Never get turbo lag.

 

Yea, it's a perfect turbo for an engine with a 6000rpm redline and the gear ratios the 2nd gen 5spd has. Never get turbo lag.

Hehe... I'm glad you enjoy the turbo.

I did alot of research on turbos and compared compressor maps before I decided that a T3 would work the best.

My friend Steve (dude with supercharged Stang) rode in my car after I turbocharged it. He said damn the turbo spools up hella fast, turbo lag my ass.

 

RE: SUPERCHARGERS

HOW WOULD I GET IN TOUCH WITH RIPPMODS BOUT S/C.....ALSO DO THEY MAKE S/C'S FOR V6 GEN 3'S

 

^ Finally, somebody says something I actaully understand in this thread

http://www.rippmods.com/

 

Reaching maximum boost level (whatever it is) at low rpms has to do with the A/R (area to radius ratio) of the turbine housing.

The smaller the A/R the faster it spools up, but its not capable of making as much power as a turbo with a larger A/R. Large A/R spools slower, but capable of producing more power.

A/R has more to do with how much the turbo can handle in terms of getting "choked off" at higher RPM or higher HP levels. The actual turbine wheel has a much greater impact on how soon your turbo would spool. I have seen turbos with the same A/R yet the wheel on the cold side was upgraded, and the result ended up that the turbo started to spool much later in the powerband, yet more boost and peak power was made (more CFM).

There was also a test from not too long ago when the were to compare different A/R's; the lower A/R would build partial boost earlier yet the peak power was also earlier. The change in A/R in most situations would "shift" the powerband in a different areas (larger A/R will shift powerband higher). So we have turbine wheels that are rated by CFM and psi, and A/R which mostly dictates what the powerband would be and how much total HP it would be able to handle without getting choked off.


Anyway, the trick that your friend did on his Vortech SC not the best way to get earlier boost. The fact that he is now running a pulley rated for a much higher PSI means that he is actually bleeding the excess boost so it will keep at a constant pressure. Let's say he wants to run 14 psi, but the only way he would get earlier boost is to swap to a 20 lb pulley and bleed off the excess boost so it will remain at 14 psi. What this will do is increase the parasitic engine drag greatly because the engine is actually driving the supercharger at insane speeds meant for 20 psi, yet the boost from the cent. SC is being bled off constantly. In other words -- wasted power. Imagine the wear and tear on the supercharger as well... the turbine will be spinning at insane speeds yet all the work that it has done is being wasted. The belts, pulleys and the actual turbine will be going through hell. If I really wanted early boost that bad, I would just opt for a roots style blower... or go Turbo instead of sticking with the turbo-wannabe Vortech SC in my opinion But as you all know. the Mustang guys only like simple bolt-on power :lol:

Here's a fun thing to keep in mind... most of the time, a turbocharged car making about the same HP and TQ has a Cent. SC car will usually hand the Cent. SC car its a$$. It's almost certain that the Cent. SC cars need to make an excess of 100+ WHP to keep itself slightly ahead of the turbocharged cars. In most cases, the powerband on the cent. SC is so bad that it needs to make so much more power to compensate for its crappy powerband. The new thing right now are the Vortech Supercharged Hondas... OMG, they make 350+ WHP and still runs mid high 12's on slicks. It's a joke.