There just seems to always be alot more crap involved with a turbo kit. Turbo lag being the biggest thing. The 300zx was more powerful then most people believed, but it was the lag that caught me. I had two huge turbos on there and when i raced i wasnt in boost till 5k. I hated that! Twin Turbo kits are alot more expensive then S/C kits and they dont seem to be as reliable


hmmmm, vince what is your take on the twin turbo kit......?

 

The real question is "How much?". Even head/cam setups have a higher failure rate than stock cars, mostly due to valvespring problems. Superchargers bring with them belt tension, wear, noise, slippage, and alignment problems. Turbos bring with them immense heat and packaging issues. Either brings increased intake temperatures that increase the likelihood of detonation, which is the biggest cause of engine failure on forced induction engines.

However, the single most important factor of long engine service in a FI motor is to get a good, safe tune. 13:1 on a FI engine is NOT SAFE, they must run richer/cooler to stay in one piece. Closer to 11.5 to 1 I think would be perfect.

When it's all said and done, they can be made as reliable as a good H/C setup, but it takes a lot more time and work to get them there. Because of the added components, you will also have more maintenance to keep track of.

Prevailing opinion seems to be that for the street, FI is fantastic. For drag racing, belt problems are an Achilles heel of superchargers, but if you can keep the belt planted, they are just fine. Also, the peeps that are having issues have not spoken with A and A Corvettes. Turbos are fantastic. For autocrossing, the progressive response of superchargers is nice, whereas the sudden hit of turbos can make the car very difficult to drive. For road racing, it is a similar situation, but it is worth mentioning that most road racers and autocrossers stick to the simplicity and drivability of N/A engines for a reason, but they do not go crazy on the NA package either. They keep things simple and docile. The bottom line is "How Much?" What do you want to give up? You will give up something no matter what direction you go. In the end you will OBVIOUSLY make the decision you think is right. I dont think I made a complete mistake, but now I want more and on the motor I can only get about another 50rwhp and that would be pushing it. On the spray I can dyno what I want, but I have been trying to get my nitrous setup working the way I want for a long time now. I have a few bugs left to work out, but I am getting really tired of it. I have went thru a crazy amount of nitrous to have only sprayed only one person in 2 years. I am not saying I dislike nitrous. I am saying I am frustrated with the direction I am going.

 

Well after looking at the forum you gave me, i was wondering....if i decide on the d1 over the p1 am i not losing some perfomance? Apparently the d1 takes longer to spool up? The p1 is rated over 650hp, but it would push that blower to the limit, the d1 is more powerful, but you lose drivability with it.....Ah man this is getting nuts.....

I have been through 2 cars....350z tt and 300zx tt....i loved both cars to death and hated selling them. I hated the problems i got with trying to push the cars. In the end i realized that i just loved driving the cars....i want a great driving car that sounds wonderful but has a mean punch to it. thats why i am thinking 500-550 rwhp would be really nice, i know i will never be the fastest...but the faster you go the more stuff breaks....at 500rwhp i think i can do it with a p1sc, exhaust, headers. I then have the option of going over by doing a H/C package on top of the S/C. Now i would be over 550rwhp. If my motor blew then i could get a forged short block and add some spray.......I just dont want to risk losing drivability with the d1sc....let me know if what you think?

 

Who'd you spray?Was it the Supra's?

 

if your complainging about lag, you will hate a centrifical blower...because that is all it is...is lag....max boost is wherever you shift...with a twin setup, as far as throttle response goes, you can get some decent sized turbo's with a smaller exhaust wheel to do the trick...you wont have alot of lag if you do it right...and if the vette is automatic, you wont have lag at all...

 

well im going 6spd kenny.
But wait kenny, i thought a S/C was constant boost......it was always spinning? When does the boost kick in then?

 

on a roots blower, like the 03/04 cobra's, you will have instant boost...with a centrifical blower, like the prochargers, vortechs, etc.. its like a turbo's intake side, with a belt strapped to the shaft....boost will be RPM dependant. 9psi will be what you see at redline...at 2000 you may see 1psi, then at 4 you may see 5psi. its linear...like i was talking about with my blower and my power "curve" it doesnt sit you in the seat like turbos do. and there is no "hit" like there is with nitrous...its gradual, and honestly, not all that fun in terms of seat of the pants.

 

hmmm well what about the ones that mount on top...like rksports and magnaflow?

 

so then what is all the rave about them? Why do people love them so much?

 

I use to have a 565rwhp LT1 SC'd setup. I had a lot of seat of the pants. I had one of the older D1 setups. It felt like a big motor. Kind of like what I have now.