If I had a turbo combo, I would have gotten a C4 with a big stall, then turbolag wouldn't be an issue.
just out of curiousosity what does your car weigh?? compression?hllon4whls said:IMO being N/A and looking in, the turbo is more efficient and the appeal to me for a J/Y turbo setup is very high. The bad points are turbo companies have a legacy of being shady (a few bad apples...). It is quite complicated to do a J/Y turbo setup (I am afraid to waste money and dont have time to see what fits).
So to counter that, there are very reputable S/C's out there and the have brand recognition. Everyone who deals with mustangs know who vortec and paxton are.
Cammed90Notch said:To me the installation isn't that difficult. With a SCer, you have to mess around with changing/moving the accessories, etc. For both you have to tap the pan (in most cases), you have to get your hands dirty, etc. for both.
87'GTstang said:Absolutely, a twin turbo is a wonderful thing and can offer the best of both worlds - power down low and in the mid-high rpm range. The main thing going for a s/c is the fact that it is off-the-line power from the get go. Twin turbos eliminate the biggest concern about the arena - turbo lag. The way I see it is if you can get rid ot the biggest drawback and downside to a certain thing then by all means go for it.
However as also stated, price is a big issue. While turbos are nice, they are certainly pricey and when you hop in the world of twin turbos then you only pay for it even more so!
jrichker said:Can't argue with that point. There was a thread a short time ago about "Junkyard Turbos". Several of the long time Stangnetters have built their own kits with some excellent results. These guys were a whiz at eyeballing something and welding up some tubing, mandrel bent elbows
and having it come out looking professional.
Getting it optimumally (sp?) tuned requires some dyno time for both superchargers and turbos. A sharp guy with the right talent and tuning tools to burn a custom chip or set up a different computer system is a must.
By the way Cammed90Notch, I like your website: don't know if I would ever be up to diving into learning Greek though.
Mavrick said:SC whine is awesome.. especially the KB's - I'll have a louadass one someday.
I'm not a big fan of turbo's.. the turbo leg being the main reason.. for a street car that is.
sirsureshot39 said:Cammednotch,this is INDA10s, keep it on tm.com and let stangnet be. If everyone has a turbo, then it wouldnt be any fun. GO back to working on your car..your almost done, then u can talk smack.
Daggar said:If you plan on making any changes from that point on, it seems like a pretty expensive and involved process to also match the turbo setup to those changes.
mr_woodster said:Yes and no. Selecting a turbo is as simple as learning to read a turbo map. You obviously did your reasearch before selecting your blowzilla... that same effort could have picked you a turbo that worked well for both applications.
I started out with a horsepower goal, in order to reach that i work a little harder due to alot less displament. So i picked a turbo that has the ability to flow 450+ on my motor (58lb/min) with moderate spool time( IE: plenty of power under the curve).
You can go as far as to plot out your whole setup (cam lift/dur,stroke, VE,runner lenght etc) and that will only help you to better size a turbo for your goal....But like the topic of this thread has stated, the real mysterious aspects of turbo application are really disapearing.
I believe it was musclemustangs mag that just did the turbo/kb/vortech cobra motor.....and they picked some kick butt (overly big for only 14 psi) turbo's and made 100's more hp/tq than the top of the line s/c's offerd now.
With those turbo's they could easily blow the 1000hp level on that motor and still have room to breath....and having full boost by 3800 rpm.
Ps: turbo's suck! (more for me!!! )
Daggar said:What of all of the different pieces and parts associated with that turbo? Assuming we've installed a turbo that is overkill for our current applicant but leaves us room to grow for our future application; what changes will need to be made to exhaust system (the life's blood of the turbo) and all of the other things that make that setup work? I've seen adjusters etc. that allow you to set the turbo boost as easily as turning a knob but I imagine that if you had and end goal in mind that you would want to ensure that the exhaust is setup for that end goal (i.e. large enough for that monster motor in future). With that in mind, what kind of hit did the bottom end of the torque and power curve take up to 3800 RPM while the smaller displacement motor was trying to make enough "wind" to get that turbo to start producing? (Again I compare this to the KB which makes full boost at 2300 RPM @ WOT and the 9 lb pulley... less RPM with a smaller pulley and more boost and makes partial boost just off idle.) Or was it a matter or swapping components in the exhaust so that it suit each application? I use the exhaust as my primary example because I've seen how elaborate some of the turbo setups can be when you're talking about making a great setup that works really well. What other changes to the turbo combo must be made when swapping it over to an engine combination capable of handling allot more boost and making allot more HP?
P.S.
I will tell you though.... every setup seems to have an Achillies Heel. For my setup, it's the lack of an aftercooler for my application (this is not an issue for the modular motors). The discharge temp coming from the very efficient (and comparitively large) 2.2L KB is significantly lower than that of a centrifugal or the smaller 1.5L KB but certainly would still benefit from an aftercooler to bring down the discharge temps more still. As of yet, I've been unable to get my combo to predetonate with the 9 lb pulley. That's with the AFR set to near 14.7. Now that the AFR is correct (roughly 12.5) detonation is not an issue at all (this is all running 91 Octane gas). I believe I can probably run 11 lbs or more with no problems just by stepping up to 93 octane (there may even be room left with the 91). I still catch myself considering what the full potential of that blower might be with an aftercooler on a 5oh.