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Old 02-25-2006, 05:48 PM   #1  
LesteR723
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Default turbo/supercharger

differences? Power/Reliability/difficulty of install/ etc etc... i know the BASICS about it, but essentially i'm clueless... and i just wanted to get some more info
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Old 02-25-2006, 05:59 PM   #2  
LesteR723
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Default RE: turbo/supercharger

P.S.- anyone know where to get a HUGE supercharget like these :


i think that'd be something fun to do for my project car [sm=devilangel.gif]
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Old 02-25-2006, 08:45 PM   #3  
StupidTodd
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Default RE: turbo/supercharger

read the forums... the charger topics have been discussed many times.

becaue in all reality, it comes down to preference and how much you want to spend

the closest your going to come to a blower like that is the explorer express roots type blower... doesn't have the big scoop, but with a bit of metal work (and a lot of tuning) you might be able to fab something up.
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Old 02-26-2006, 03:39 AM   #4  
Tres Wright
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Default RE: turbo/supercharger

This is an excellent resource for all the available power adders:

http://forums.bradbarnett.net/index.php?showtopic=40330

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Old 02-26-2006, 03:43 AM   #5  
Tres Wright
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Default RE: turbo/supercharger


Quote:
ORIGINAL: LesteR723

P.S.- anyone know where to get a HUGE supercharget like these :
LOL! Those are roots type twin screw superchargers. The top one looks like an 6:71 and the bottom an 8. Either would happily blow our V6 sky high If you look at that thread I just posted, you'll see that Explorer Express will soon be selling a twin screw. It's the same design, but much smaller and more V6-friendly.
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Old 02-26-2006, 10:45 AM   #6  
LesteR723
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Default RE: turbo/supercharger

i think i got off on the wrong note, i'm looking to throw this on my PROJECT CAR... not my 6 lol. my car (which hasnt arrived just yet lol) had no engine, so i can get a different supercharger for whatever engine i choose to get... and preferably one of the huge ones that stick out of the hood.

BUT- i appriciate the feedback and advice guys!
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Old 02-26-2006, 12:46 PM   #7  
Tres Wright
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Default RE: turbo/supercharger

In that case it largely depends on what your "project car" is. Turbo systems can be custom built for just about any application, but not supercharger systems. If your project car runs a common motor (like a 350 bowtie), just about anything is available for that, it's just a question of how much you want to spend. If you don't know too much about wrench turning, you may want to consider a crate motor. Do a google search to see what's out there, you can get supercharged crate motors from places like http://www.crateenginedepot.com
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Old 02-26-2006, 12:53 PM   #8  
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Default RE: turbo/supercharger

Quote:
ORIGINAL: LesteR723

differences? Power/Reliability/difficulty of install/ etc etc... i know the BASICS about it, but essentially i'm clueless... and i just wanted to get some more info
Lester, this is an article I read when I was researching this a couple months back. Hope it helps:


Overview: Supercharger vs. Turbocharger
By Brian Ferrari
Jul 19, 2004, 17:00

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The intention with this article is to shed some light on the theories behind turbocharging the modern engine, and the wonderful advantages it gives us in both speed and basic engine design issues. This post is also to try and give people a better understanding of supercharger systems and how they work to make such a simple thing as an engine even simpler (speaking in terms of tuning). I personally am tired of seeing people bicker over the differences between the two basic designs, and would like everyone to note the vast similarities among them instead. So without further delay... I will start with this simple statement:

"It makes no sense to build a naturally aspirated engine if what you are looking for is good power output."

To understand why this is so obviously true, we need to break the concept of an engine down into its simplest parts. There are 4 main parts to an engine that concern airflow:
-the induction system
-the cylinder head(s)
-the exhaust system
-the camshaft(s)

Now if you think of the engine in terms of airflow and forget about fuel for a minute, it becomes a very simple matter really. What we want to do is best flow air through the cylinder head, from the induction system to the exhaust system and then out into the world again. This is best & most naturally accomplished by pressure variation, because as almost anyone with a high school education knows, air naturally flows from areas of higher concentration (pressure) to lower concentration (pressure). Now let's assume for a minute that we are talking about an engine at or near sea level, well we can just forgo the exact physics of things and say that at both the induction system's inlet & the exhaust's outlet we have equal pressure (just under 15psi absolute pressure). So in order to flow air into this system we must always be working a balancing act between the three fundamental sections of the engine, which are exposed to each other only through the camshaft's orchestration of the valves. So forget everything else you know about engines and start thinking of what's under your hood in this way for the rest of this post .

NA ENGINES (naturally aspirated)
These must work within a maximum pressure variation of 0psi (which is really hard to create without massive pumping losses) and 14.7psi (maximum atmospheric pressure @ sea level). To add to the basic problem of how to flow air into and out-of this system, both ends of the system start out at the same pressure, meaning air doesn't naturally want to go IN or OUT. This can be accurately termed as a “pain in the ***”. Now engineers and enthusiasts alike have long been fascinated with how to make power from this setup, but I am talking specifically about supercharged engines here, and as I already stated "It makes no sense to build a naturally aspirated engine if what you are looking for is good power output." So forget about how you can best accomplish this through piston movement and it's effects on cylinder pressures, and understand that it's just a whole lot easier to get an engine to work if it's supercharged.

FI ENGINES (forced induction)
From a pure engine design standpoint, it makes MUCH more sense to pressurize the intake system than to run NA. When only the intake system is running under pressure well above atmospheric, it becomes perfectly obvious that air is going to want to flow through the engine exactly the way we want it to, and both cam timing & exhaust sizing becomes much less important to getting the system to work right (as it was before in NA setup). The air will naturally want to flow into the cylinder head, and then after the very strong power stroke (thanks to all that air) it will naturally want to flow out into the lower pressure exhaust system afterwards. Everything in the engine will be working at pressure above atmospheric and the pressure differences will be greatest in the induction system, so all air will want to exit out the tail pipe quickly and efficiently. One other thing should be said here: turbos technically ARE superchargers. A supercharger is ANY device that pressurizes the intake to above atmospheric pressure, and turbos do this exactly like superchargers do. The only difference is in how a turbo gets the energy necessary to perform it's job, and also that the turbo contributes to supercharging the exhaust system (or more accurately a portion of it, the exhaust manifold).

THE CASE FOR SUPERCHARGING
Since a crank driven s/c (s/c = supercharger) is what people are normally talking about when they use the term supercharger, I will no longer say "crank driven" to make the distinction between it and a turbo. Now using a supercharger makes a ton of sense simply because it only has a direct effect in pressurizing the engine on the side we want it to, the induction side. Since pressures will always be higher here than in any other part of the system (except of course during the engine's power stroke, but that's always sealed off from the rest of the system so we can forget about that complexity), it's very easy to make this combination a powerful one. NA engines often use large amounts of valve overlap to get the whole system to work properly at higher RPM, which has obvious drawbacks in that it's possible for the intake system and exhaust systems to interact in a negative way (since they operate at similar pressures). It's sometimes just as easy to get air flowing backwards through the system as it is to go forwards in an NA setup, which is one reason camshaft choice is so important to where in the RPM band best power will be produced. And here is where the beauty of supercharging is; neither valve overlap amounts nor perfect exhaust system designs are completely essential to keep everything flowing in the right direction. No matter how long the exhaust is exposed to the intake system through valve overlap, air should NEVER pass backwards through the system unless the supercharger stops working.

THE EVIL OF SUPERCHARGING
The evil of supercharging is that some of the power we finally get from combusting the air/fuel mixture must go back into powering the supercharger. So here we have designed this whole system that works so well, yet we have to power it with some of our hard earned torque. This is not a good thing, but then again nothing so simple is ever going to come for free. Do superchargers work? Of course they do, which is why many racing engine uses the technology unless the rules prohibit it. The net result is more total power from the system, but a portion of this power must be sapped from our output to make it all work.

THE CASE FOR TURBOCHARGING
This section is easy to write, because it's exactly the same thing as the supercharger portion. We have all of the same advantages, except for one major benefit. That benefit is that turbocharging runs off what is largely wasted energy, so that damn drawback of needing to power the system with some of our hard earned torque is removed. In this way, a turbocharger addresses the one main drawback to using a supercharger, but as you will see in a second the supercharger addresses the one main drawback of turbocharging.

THE EVIL OF TURBOCHARGING
Hopefully you now understand why it makes so much sense to forgo designing engines for NA use and just supercharge the sucker instead, at least when we are talking about how to best make power. And if you have been following what I have said, you will also understand the ba
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Old 02-26-2006, 02:08 PM   #9  
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Default RE: turbo/supercharger

Also, there are three good sticky threads here to help you choose between N20, SC and TC:

http://american-speed.com/collective...isplay.php?f=7
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Old 02-26-2006, 02:10 PM   #10  
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Default RE: turbo/supercharger

If i'm correct the choice is simple. Supercharger for the track and Turbo for the strip. Isn't it that simple?
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