mmm...toys!

http://www.worldcarfans.com/rsslink....d-supercharger

maybe possible for srt6 eh?

 

Actually I was thinking about the Limited 6 speed would be a nice match. Maybe a kit will become available.

 

Yeah I have the same thought, but you will probably have to mount it right between the heads, and build a custom intake manifold for it.

 

Big project!

 

I like the infinitely variable speed supercharger.
It's called a TURBO.

Why re-invent the wheel?

 

Wouldn't a turbo create more underhood heat? What about all the extra plumbing for the header exhaust, and you still have to fab up an intake. Oh yeah don't forget about turbo lag too. Seems to me a two speed centrifugal S/C is the way to go. Also don't have to worry about cooking the oil in the turbo housing. Each system has it's benefits and drawbacks, but I do like S/C more myself.

 

^ ceramic coated exhaust housings solve that problem... and also reduce spool time by several hundred rpm... add to that a ball bearing turbo that reduces lag even more... and a properly sized turbo to start with for the engine and the idea of "lag" has all but disappeared...

most people that complain of turbo lag haven't really experienced a properly built turbo system and often are just repeating a catch phrase of the automotive world used by reviewers ... take a look at the torque curve and response time of the 1.8t and 2.0t from VW... there are examples that have plenty of turbo lag suh as small 2.0 4 cylinder engines running GT35 or bigger units that are popular with the tuner crowd now a days but they produce over 500 hp and a were built just for quarter mile racing ...

 

correct if I'm wrong but a doesn't a turbo set up cause a bit more heating of the air as compared to a centrifugal compressor? so it will probably require a larger intercooler and higher octane fuel, right? I don't know turbo's sound like a bit more work and may not be as durable as S/C.
sounds like it more work to fab in a turbo too, thus more money needs to be spent on accessories and what not.

 

no, with modern day turbos, the center section is water cooled and oil lubricated so while the exhaust side may be flowing gas that is 1,400 degrees, very little of that heat transfers over to the compressor side ... the reality is a supercharger setup is much harder to fabricate due to the pulley setup that has to be made to power it ... the brackets have to be extremely strong and best to be made with a cnc machine for accuracy and strength out of a solid block of metal or cast for large volume production ... with a turbo, all that has to be done is reroute the exhaust through the turbo, often times a good welder can use the stock exhaust manifolds to mount the turbo/turbos with just a extra simple bracket for support ...

there is a reason why just about every manufacturer is going with turbos now a days ... its just a better solution ... take a look at the new bmw's ... great example of a good turbo setup with no lag and great power all around ...

 

oh yesss...very sexxxy...i want a 335i so bad. the coupe, not the hatch, sex on wheels, 350 whp chip and exhaust.

 

interesting, thanks for the turbo lesson.

 

Here's a little info from Mercedes.

Check out the stats on the 5.5 liter V12 Bi-turbo:

Engine: 5.5L 36-valve biturbo V-12 engine
Net Power: 510 hp @ 5,000 rpm
Net Torque: 612 lb-ft @ 1,800 - 3,500 rpm

Here's the 5.5 liter supercharged V8:

Engine: AMG-built supercharged 5.5L 24-valve V-8 engine
Net Power: 510 hp @ 6,100 rpm
Net Torque: 531 lb-ft @ 2,600 - 4,000 rpm

They're both 3 valve engines with the same displacement. Both engines run the same amount of boost. The V-12 is a regular production Mercedes engine. The V-8 is a motor that has been heavily massaged by AMG. Notice that the horsepower is the same but the V-12 is kicking AMG's butt in the torque department. The supercharged motor has a torque plateau that lasts 1400 rpm. The turbo motor has a torque plateau that lasts 1700 rpm at a much higher level. It starts earlier too.
Gimme the turbo motor!

The lesson here? Don't mess with a 2003 or newer Mercedes with 600 on the trunk lid or V12 on the side.
If it says V-12 Bi-turbo on the fender or 65 on the deck lid, change lanes and give way in the most courteous manner possible. You're about to get eaten for lunch.

Engine: AMG-built twin-turbocharged 6.0L SOHC 36-valve V-12 engine
Net Power: 604 hp @ 4,800 rpm
Net Torque: 738 lb-ft @ 2,000 - 4,000 rpm

Even the mighty SLR McLaren can't touch the V-12 despite it's HEAVILY massaged supercharged V8.

Engine: AMG-built supercharged 5,439-cc 24-valve 90° V-8 engine
Net Power: 617 hp @ 6,500 rpm
Net Torque: 575 lb-ft @ 3,250 - 5,000 rpm

Maybe more people will now understand why my little black Plymouth is turbocharged and not supercharged.

 

That's not an accurate comparison, mixing a v-8 with a v12 makes no sense. Even though they have the same displacement, the v-12 has two extra lever arms on the crankshaft, this will always give a v12 a torque advantage over the v8. That's another reason why the v-12 makes more torque in the lower rpm range. Sorry but can't mix apple and oranges.

Obliviously the turbo has little parasitic drag on the engine as compared to a supercharger, so there is a lot to be gained from turbos, but I'm still on the fence when it come to reliability of a turbo vs S/C engine.

 

give it some faith i guarantee you that it won't disappoint ... turbochargers got a bad name in the past due to non synthetic oils that could not stand the heat and non water cooled center sections combined with float bearings .... the new day synthetic oil lubricated, water cooled, ball bearing turbo is a very reliable animal ... so long as its not one of those $400 dollar units off of ebay hehehe... but yea, the best GT series turbos on the market go for about 1k+ and last ...

 

While it's true that the V8 and V12 comparison isn't perfect, it's the quickest example I could come up with. Similar sized engines but one has two extra arms and the other has much better flowing heads.

If you want to look at reliability, I can give you a few examples.
How many millions of miles do over the road diesel trucks run? How many of them have blowers? How many have turbo diesels?
How many Ford Powerstrokes, Chevy Duramaxes, and Dodge Cummins have superchargers? None. They're all turbo.
All Formula 1 cars are turbocharged. They run for hours on end and scream up to 20,000 rpm.
Top Fuel dragsters are supercharged and only turn about 900 revolutions at full throttle before being torn down and rebuilt (but they're just a wee bit extreme). Yep. 900 turns of the crank. The engine turns less than 550 times to get the car 1/4 mile down the track. Fairly impressive, but extremely short lived.

How many moving parts in a turbo? One. It's a shaft with fixed fan blades on each end. Ball bearing turbos obviously have one bearing race at each end. These parts are so light weight and create so little friction that they often spin in excess of 130,000 rpm. There are very few points of failure.



How many moving parts in a supercharger? Start counting because I don't want to. Don't forget the exterior drive belt and idler/tensioner. There are lots of heavy parts spinning in there. Numerous points of failure in these.



Have you ever seen a blower explosion at a drag race?
Have you ever heard of a turbocharger exploding?