With a KB, you drive it to the track with your 5lb pulley makin about 415 HP, switch to the 8lb, 10lb, 12lb, etc in the pits, which takes 10 minutes and make as much HP as you think the car can handle. When you're done, put the 5lb back on and drive it home...
That is nice but I actually prefer taking 1 sec just moving the knob up 2 clicks ;).
I'll see you at the track in my rear view with my KB. At 11psi I will put out 525RWHP.
Like I have said numerous times before, please go to the track first and see which cars are putting down all the #'s. Stop preaching that crap they put on all the s/c sites and such. Learn from first hands experience. PS: pray to god your belt doesn't start slipping @ that psi ;).
Talk to two people, and you will get three answers. Here are some considerations in deciding which one is the right choice for you: Turbochargers fit easily on straight 4 or 6 cylinder engines They must be fitted as close as possible to the head. Turbochargers must run very hot, just short of melting down. This requires that the surrounding of the Turbocharger must be well insulated from radiation heat, and that the engine must be kept idling for a minute or two after heavy use before switching off. Obviously, the turbo is water-cooled. Turbochargers must run hot because they rely on the exhaust gas velocity , which is directly proportional to the temperature. Turbochargers have turbo lag : the time it takes to wind the "fan" up. This is less noticeable with automatics or during manual gear shift, but very noticeable during a "standing start". Turbochargers are more commonly used in diesel engines Turbochargers are used more frequently in Europe because smaller engines (4 cylinders) are more common. Turbochargers require a special exhaust branch, which must be made of high temperature material, if possible with no heat expansion! Otherwise your exhaust branch gasket will not last. You can fit two Turbochargers on a V6 or V8 , it works. But you must choose the Turbochargers carefully, and you have twice the radiation heat problem, twice the cost. Superchargers are used exclusively in acceleration racing , because the turbo lag can't be tolerated. Depending on the type of Supercharger you are considering, the fitting varies from being outright impossible to as easy as fitting an air-conditioner pump. Turbocharger are used on constant load engines such as trucks, marine engines and power-plants. There are many types of Superchargers, but only one type of Turbocharger . The selection of the correct size and manufacturer of either Turbocharger or Supercharger is an art, which should be left to the experts. Many technical books have been written about it and free advice is available from the manufacturers of Turbochargers or Superchargers. When you look at the boost pressure curve of Turbochargers and Superchargers, the Superchargers don't look too impressive. This is because they have to be geared to produce the maximum boost pressure at high RPM. In comparison, a Turbocharger has a regulation device built in, which opens a "waste gate" once the maximum boost has been reached. The Turbocharger curve doesn't explain the turbo lag! A Turbocharger produces more power at low RPM , because a well-selected Turbocharger produces the maximum boost between 2000 to 2500 RPM, when the waste gate starts to open. In the latest Turbocharger design, the turbo fan became smaller, the waste gate bigger, and the turbo speed higher. Turbochargers can't really produce very high boost pressure, above 1.5bar (21psi). Someone will prove me wrong, I am sure. But Turbochargers are used normally between 0.4 to 1.2 bar (6psi to 17psi). Another way to explain the turbo lag: A Turbocharger works on the chain reaction principle, it is the starting of the chain which produces the lag. Lets assume the engine idles and so does the turbo. The boost pressure is ZERO. Then you open the throttle to a particular point and keep it there. The engine operates in a decompressed state and produces very little power. The little power it makes raises the exhaust gas temperature and velocity. This makes the turbo spin a little faster and raises the boost pressure, which in turn makes a little more power, which in turn.....(the chain reaction sets in). The chain reaction is limited by the waste gate regulation, and the airflow through your butterflies. Also, the Turbocharger can limit the boost pressure, or RPM limits can come in, or your engine blows up. Superchargers are more predictable in engineering terms . From the manufacturers data you can choose the correct gearing for the desired boost pressure and RPM. Superchargers are more expensive and difficult to manufacture . Superchargers are heating the boost air to the same extent as a Turbocharger, but the fitting of intercoolers is hardly every done to the roots type. Summary: If you have a straight engine, not used in a dragster, consider a Turbocharger: it's less expensive, but requires a little engineering. Otherwise look at a Supercharger . Do market research as to the types, size, and lubrication, cooling and gearing required. If you are building dragsters, it must be a Supercharger, and your choices are limited to two or three manufacturers, which are helpful in providing kits and free advice. Read it and weep
Talk to two people, and you will get three answers. Here are some considerations in deciding which one is the right choice for you: Turbochargers fit easily on straight 4 or 6 cylinder engines They must be fitted as close as possible to the head. Turbochargers must run very hot, just short of melting down. This requires that the surrounding of the Turbocharger must be well insulated from radiation heat, and that the engine must be kept idling for a minute or two after heavy use before switching off. Obviously, the turbo is water-cooled. Turbochargers must run hot because they rely on the exhaust gas velocity , which is directly proportional to the temperature. Turbochargers have turbo lag : the time it takes to wind the "fan" up. This is less noticeable with automatics or during manual gear shift, but very noticeable during a "standing start". Turbochargers are more commonly used in diesel engines Turbochargers are used more frequently in Europe because smaller engines (4 cylinders) are more common. Turbochargers require a special exhaust branch, which must be made of high temperature material, if possible with no heat expansion! Otherwise your exhaust branch gasket will not last. You can fit two Turbochargers on a V6 or V8 , it works. But you must choose the Turbochargers carefully, and you have twice the radiation heat problem, twice the cost. Superchargers are used exclusively in acceleration racing , because the turbo lag can't be tolerated. Depending on the type of Supercharger you are considering, the fitting varies from being outright impossible to as easy as fitting an air-conditioner pump. Turbocharger are used on constant load engines such as trucks, marine engines and power-plants. There are many types of Superchargers, but only one type of Turbocharger . The selection of the correct size and manufacturer of either Turbocharger or Supercharger is an art, which should be left to the experts. Many technical books have been written about it and free advice is available from the manufacturers of Turbochargers or Superchargers. When you look at the boost pressure curve of Turbochargers and Superchargers, the Superchargers don't look too impressive. This is because they have to be geared to produce the maximum boost pressure at high RPM. In comparison, a Turbocharger has a regulation device built in, which opens a "waste gate" once the maximum boost has been reached. The Turbocharger curve doesn't explain the turbo lag! A Turbocharger produces more power at low RPM , because a well-selected Turbocharger produces the maximum boost between 2000 to 2500 RPM, when the waste gate starts to open. In the latest Turbocharger design, the turbo fan became smaller, the waste gate bigger, and the turbo speed higher. Turbochargers can't really produce very high boost pressure, above 1.5bar (21psi). Someone will prove me wrong, I am sure. But Turbochargers are used normally between 0.4 to 1.2 bar (6psi to 17psi). Another way to explain the turbo lag: A Turbocharger works on the chain reaction principle, it is the starting of the chain which produces the lag. Lets assume the engine idles and so does the turbo. The boost pressure is ZERO. Then you open the throttle to a particular point and keep it there. The engine operates in a decompressed state and produces very little power. The little power it makes raises the exhaust gas temperature and velocity. This makes the turbo spin a little faster and raises the boost pressure, which in turn makes a little more power, which in turn.....(the chain reaction sets in). The chain reaction is limited by the waste gate regulation, and the airflow through your butterflies. Also, the Turbocharger can limit the boost pressure, or RPM limits can come in, or your engine blows up. Superchargers are more predictable in engineering terms . From the manufacturers data you can choose the correct gearing for the desired boost pressure and RPM. Superchargers are more expensive and difficult to manufacture . Superchargers are heating the boost air to the same extent as a Turbocharger, but the fitting of intercoolers is hardly every done to the roots type. Summary: If you have a straight engine, not used in a dragster, consider a Turbocharger: it's less expensive, but requires a little engineering. Otherwise look at a Supercharger . Do market research as to the types, size, and lubrication, cooling and gearing required. If you are building dragsters, it must be a Supercharger, and your choices are limited to two or three manufacturers, which are helpful in providing kits and free advice. Read it and weep
That information isn’t even correct if we were talking about 20 years ago. I don’t have the time to refute all the errors using current technology.
Earl
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Auto, TurboHorspower TT, MMR 1100 Shortblock and fuel rails, GT500 fuel pumps, PI T/Q, Powerhouse Drive Shaft, 3.73 gears with Detroit True-Trac, Moser Axles, Wilwood Frt & Rear Brakes and more.
What do you have in your Stang, I like the hood. Looks alot like the Mustang the guy that is going to install my KB has (pandjspeedshop.net). I think he has run tens on his 11 psi KB with no lower mods.
Posts: 154
Joined: 4/23/2006 From: Chandler, AZ Status: offline
I live in Arizona, so heat is a major concern for me. The GT engine runs fairly hot in stock form, so my questions is which power adder would be better to run (daily driving) in 115 degree heat?
I dont wanna sound judgemental, but carmanwelder, you are coming off as kind of an ass. Yes superchargers are great...They make good power, but so does a turbo. Now im not tryin to defend either one, but if you are going for 1/4 times, the turbo will produce the better times 9/10 times. And as its been said already, the turbo has more room to go as far as horsepower. And i read somewhere in your copy and pasted stuff that turbo's cant really make boost over 21psi...thats funny, the turbo on my dad's truck hits 20-22psi, and thats not even all the way on the floor. And as far as making the kind of horsepower you think you'll make with that kenne bell, have fun with belt slip there. If you read at all on some other sites that are much more tech oriented, you'd learn how much of a problem belt slip is as the boost goes up. Now myself, i want a whipple, but I dont plan on going over 420rwhp, so dont think I'm being biased for turbo's. And i seriously doubt stock 3v will last too long over 450rwhp. And I don't wanna call bs yet, but on some other websites, guy's with built shortblocks, kb, slicks and suspension are in the low 11's, where as Mike at powerhouse turbo is in the 10s... So quit coming on here and making a big to-do about superchargers being the only way to go
I would say that your technology slip is rather hilarious. Where did you get that off? A march 1982 issue of car and driver??? Do some correct reacher and call me lol. Chech which fastest STREET LEGAL cars are in every category in the 1/4 mile. I mean really... You really strucked the ball over the fence on this one: Turbochargers cant really produce very high boost presure. I have seen boost in the 50's and 30 psi is not really that rare on a 100% street use car.
Let me just educate you wit a couple of sites before you go off half cocked again with your semi knowdgeable semi techno bable again. (www.pandjspeedshop.net and www.kennebell.net ) Read the reports in the FF&MM 06 and up issues. With your education I think even you would be able to understand the content of thes articles. Then (even with reservation) I think you will find that you are the one that sounds like the dumbass.
S/C GT will pul a little off the line but get reeled in and ass raped by the turbo.
Another example, Car meet last friday night. 04 Twin Turbo Cobra at 11psi Vs. KB Cobra at 11PSI, THE WINNER........
Turbo Cobra by 5 lengths...........
Go due some video research and you can see first hand who is superior. Dont go buy websites that your buying your **** from cause they are obviously going to be bias towards the product they are selling. And as far as that page of turbo info................THIS ISNT 1986!!!
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Forged Short block from Sean Hyland Hellion Turbo Kit tuned for 9-17psi Currently at 9psi making 565 RWHP 535 RWTQ
How many threads are there debating this? Just buy what you want and really how much do you care about the opinions of a bunch of anonymous people on the Internet? All this bickering and throwing around terms like one would be "ass-raped" by another is so ridiculous. Does any one of you own a turbocharged GT? Or you just dreaming of owning one some day? What was with the 5000 word essay on turbos vs. superchargers? blah blah blah...... Here is a news flash for you: You can get the same performance results from a 3V motor whether you are running a turbo, a KB or a Procharger. People here are speaking as if one is so superior over another. That is a load of BS. There are cars in 9s and 10s on all three of those. It is reported the Saleen has some high boost limitations but even the Saleen can hit the upper limits of the stock block easily.
How many threads are there debating this? Just buy what you want and really how much do you care about the opinions of a bunch of anonymous people on the Internet? All this bickering and throwing around terms like one would be "ass-raped" by another is so ridiculous. Does any one of you own a turbocharged GT? Or you just dreaming of owning one some day? What was with the 5000 word essay on turbos vs. superchargers? blah blah blah...... Here is a news flash for you: You can get the same performance results from a 3V motor whether you are running a turbo, a KB or a Procharger. People here are speaking as if one is so superior over another. That is a load of BS. There are cars in 9s and 10s on all three of those. It is reported the Saleen has some high boost limitations but even the Saleen can hit the upper limits of the stock block easily.
Hi zkiller, I don’t have any problem with anyone’s choice for FI as they all have their good points and I don’t think one is especially better than another. What I have a problem with is poorly informed people stating incorrect information as gospel. I believe someone asking for help deserves correct information to make their choice as to what type of FI to go with. I chose to go turbo for various reasons of my own but I received lots of information from these forums that helped me with my choice. I finally have all my parts and will be starting the total upgrade and TT install sometime next week.
Earl
< Message edited by retfr8flyr -- 2/16/2007 8:40:22 PM >
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Auto, TurboHorspower TT, MMR 1100 Shortblock and fuel rails, GT500 fuel pumps, PI T/Q, Powerhouse Drive Shaft, 3.73 gears with Detroit True-Trac, Moser Axles, Wilwood Frt & Rear Brakes and more.
ok this carmen guy is startin to piss me off...he obviously doesnt know **** other than what the company thats tryin to get his 6+ grand for the kb. I mean obviously the shop that is tryin to get that kind of money from him isnt the least bit biased, and the magazines are always right, and everything they say is totally true. carmenwelder quit being a douche, there is a place for both types of FI, and a supercharger isnt always better than a turbo, and visa versa.
Printable Version
RE: roots vs. centri - 
THIS ISNT 1986!!!
