Hellion turbo
2nd Gear Member
Joined: Jul 2009
Posts: 380
From: Maryland
1. The system takes longer to install than a twin screw.
2. You have to tap your oil pan to feed the turbo.
3. It gets HOT under the hood.
4. Harder to return to stock if you want to remove it, too much cutting and modding.
5. More parts that can fail, blow off valves, waste gates, etc.
6. Turbo lag, not so much on our cars, but still doesn't offer the instant torque like a twin screw.
7. the extra piping in the engine bay can easily look cluttered and ugly in a daily driver.
Those are the main points, and I will never own a built turbo car. I might buy one new built that way, but it would never be my choice to install one.
2. You have to tap your oil pan to feed the turbo.
3. It gets HOT under the hood.
4. Harder to return to stock if you want to remove it, too much cutting and modding.
5. More parts that can fail, blow off valves, waste gates, etc.
6. Turbo lag, not so much on our cars, but still doesn't offer the instant torque like a twin screw.
7. the extra piping in the engine bay can easily look cluttered and ugly in a daily driver.
Those are the main points, and I will never own a built turbo car. I might buy one new built that way, but it would never be my choice to install one.
All of those points are relative, really. Long tube headers take longer to install than shorty's, does that make shorty's better? Hmm.
Tapping the oil pan isn't some end-of-the-world scenario, you know. A few minutes down, for a part which, should you feel the need to return to stock, you can either put a new oil pan on, or block off the tap. No big deal.
Superchargers don't get hot?
If you are worried about failing blow off valves and wastegates, well, you should probably pray each time you floor the accelerator in your car. Our gas pedal's are fly-by-wire, which involves a lot more computer and mechanical involvement than process of boost control!
Instant torque, or efficient power with infinite means to upgrade? A hard choice, for sure. What it really comes down to is real world liveability. Should I go forced induction on my '11, it will without a doubt be turbocharging. The ability to, with the turn of a dial, go from a low 5-6 psi low boost setting for daily driving and increased engine life, up to 8-9 psi high boost setting for the occasional high speed run, is truly what brings me back to turbo's everytime. The options involving turbo's are must more vast, be it placement of the turbo itself, size of the turbo, boost level, etc etc.
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