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Joined: Aug 2004
Posts: 5,882
Addicted CEG\'er
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Addicted CEG\'er
Joined: Aug 2004
Posts: 5,882 |
Originally posted by gotapex:
Pretty nice, easy to understand summary. Thanks!
Originally posted by Tourgasm:
Sometimes you can mess up a word so bad that spell check doens't know what the hell you're talking about.
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Joined: Dec 2004
Posts: 1,190
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Dec 2004
Posts: 1,190 |
Originally posted by rac74:
Turbocharger is the only way to go...most reliable, streetable, and power potential for this application.
Reliability has been improved do to redesign of the kit, the supercharger is streetable and its more than enough power with a smaller pulley for a front wheel drive car. Read the post that buckshot posted in my link. I almost went that route before i went crazy....
"i would take sssstttttsshhh over whine over anyday of the week"
My walbro does enough whining...
PLEASE HELP ME GET MY CAR TOGETHER! ITS IN DAYTON OHIO! I need the motor together and in the car so i can DRIVE it! Pleeeeeese!
diamond pistons for 3.0/forsale
#702 of 2150
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Joined: Sep 2000
Posts: 3,223
"Absolut Rara."
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"Absolut Rara."
Joined: Sep 2000
Posts: 3,223 |
Originally posted by 99svtContourMan:
I already know that the turbo is the way to go for the contour application. I was just wondering what everyone thought in general. Tey both have advantages and disadvantages. take a look at this site it is the best one I have found on the subject.
http://www.powercx.com/celica/turbovssc.pdf#search='turbo%20vs%20supercharger%20by%20alan%20paradise'
Props to the guy for trying, but that sheet is pretty hard to follow, and I found at least a couple errors in a quick read.
The choice in a contour comes down to the actual implementation of the different systems avaiable. The vortech system has a very poor history of durability as applied to the contour, while the ADC turbo kit has a very good record.
The details of both can be found by searching this forum for people's experiences w/ both. Granted, the later Vortech kits are much better, but it is hard to make up for the 100% failure rate of the early kits.
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Joined: Dec 2004
Posts: 1,190
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Dec 2004
Posts: 1,190 |
"but it is hard to make up for the 100% failure rate of the early kits". So basically because they have a bad reputation with our car we should not buy the kit. You make it sound like the whole kit fell apart. How do you even make up for that  ...If only at the beginning they put the time in to that part and actually designed a kit with blood sweat and tears like adc did with their turbo kit. I don't think they realize how much money they have lost....sucks to be them.
PLEASE HELP ME GET MY CAR TOGETHER! ITS IN DAYTON OHIO! I need the motor together and in the car so i can DRIVE it! Pleeeeeese!
diamond pistons for 3.0/forsale
#702 of 2150
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Joined: Mar 2001
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Hard-core CEG'er
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Hard-core CEG'er
Joined: Mar 2001
Posts: 2,517 |
If I read your post correctly (hey, gotta be a first time for everything, right?), you just want to wax philosophic on the theories/applications/benefits/shortcomings of both, correct? Not necessarily on just the Contour platform (which comes with two different engines).
Personally I prefer turbos for pretty much any application; however, like anything developed by man there are variables all over the place. Some engines respond really well to positive displacement blowers and some like centrifugal blowers.
Every engine is designed differently and each has its own inherent strengths and weaknesses. Having said that I wish I had turbos on both my cars. 
I think it all depends on your application and intended use for the car.
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Joined: Dec 2004
Posts: 1,190
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Dec 2004
Posts: 1,190 |
what he said.. 
PLEASE HELP ME GET MY CAR TOGETHER! ITS IN DAYTON OHIO! I need the motor together and in the car so i can DRIVE it! Pleeeeeese!
diamond pistons for 3.0/forsale
#702 of 2150
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Joined: Nov 2000
Posts: 10,015
Hard-core CEG'er
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Hard-core CEG'er
Joined: Nov 2000
Posts: 10,015 |
Originally posted by chknhwk:
. Some engines respond really well to positive displacement blowers and some like centrifugal blowers.
This is a very weird statemnt. I don't think engines really respond differently to boost because of how it was made; 5psi out of a turbo is 5psi out of an S/C if they are both at the same temp and flow.
What makes the difference in either f/i device is that s/c's are more linear that t/c's and also each one can produce varying output temps.
At the end of the day, which either method produces the coolest charge will make the best power (if you assume identical intercoolers on both setups).
But with a well designed t/c system you can get max boost quicker than with an s/c which will give you ,ore tq under the curve which will make the car faster.
2000 SVT Turbo 295hp/269ftlb@12psi
#1 for Bendix Brakes Kits!
Knuckles rebuilt w/new bearings $55
AUSSIE ENDLINKS $70
Gutted pre-cats $80/set
A lack of planning on your part does not constitute an emergency on mine!
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Joined: Dec 2004
Posts: 595
Veteran CEG\'er
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Veteran CEG\'er
Joined: Dec 2004
Posts: 595 |
In California, with the Nazi smog checks, I'd go for the supercharger. Vortech has the CARB number and everything. Of course it would have to be a new kit with upgraded shaft and/or modified shaft.
Black 1998.5
3L Oval Port
Full HMS Transmission
Lots of other stuff
Ressurected 06/14/06
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Joined: Jun 2001
Posts: 4,777
Hard-core CEG\'er
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Hard-core CEG\'er
Joined: Jun 2001
Posts: 4,777 |
If money were no option I would use a nice lysholm super with an IC. But thats me
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Joined: Mar 2001
Posts: 2,517
Hard-core CEG'er
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Hard-core CEG'er
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Posts: 2,517 |
Originally posted by Stazi:
This is a very weird statemnt. I don't think engines really respond differently to boost because of how it was made; 5psi out of a turbo is 5psi out of an S/C if they are both at the same temp and flow.
Yes, 5psi is 5psi (all conditions being equal - i.e. the same engine). The difference is in where the boost is coming in. If you have an engine with low end torque and falls off high (read Ford 302 [well, stock]) then something with a linear increasement in CFM would be better suited to it where as a positive displacement blower would increase low end torque and demand more of the chassis in putting the power down.
A small four cylinder with low low end torque can really come alive with a positive displacement blower (i.e. Jackson Racing) and a centrifugal blower would have to wait longer to add significant gains.
It's all about the power under the curve.
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