Interesting thread from HSV forum
Discussion
Generally supercharger, most difficult part often how to take drive off the crank, although for most of the centrifugal ones it looks like a longer poly vee drivebelt (the one that does the alternator/ac etc.) is used.
Superchargers don't normally need oil feed from the engine (and return to the sump)
Turbos - need to have manifolds amde for them, and given the extra heat these experience over stock headers, they often crack/deform these (even stock turbo manifolds can be susceptible to this, e.g. early Cosworth). Then you need to tap off an oil feed to them, and have a feed back into the sump. Obviously on a vee engine the tendency is to fit two turbos (although I used to have a Turbo Technics Capri that made good use of one), so everything is doubled.
My opinion, supercharger is easier.
Superchargers don't normally need oil feed from the engine (and return to the sump)
Turbos - need to have manifolds amde for them, and given the extra heat these experience over stock headers, they often crack/deform these (even stock turbo manifolds can be susceptible to this, e.g. early Cosworth). Then you need to tap off an oil feed to them, and have a feed back into the sump. Obviously on a vee engine the tendency is to fit two turbos (although I used to have a Turbo Technics Capri that made good use of one), so everything is doubled.
My opinion, supercharger is easier.
For cars like Vette's or Holdens, both are feasable options.
Kits are made for both cars so either is relatively easy. Depends what your preference is, and power goals.
Ultimately turbos will offer more power, but as most wont go to those extremes, it makes little odds.
I chose a centrifugal blower for my LS1, as it would make the power I wanted, but that power delivery would be nice and linear, rising with rpms. No big surges of power or torque, as happens with turbos.
Prochargers have their own oiling system. Vortech and Paxton use an engine supply, along with return to the sump
For a low power setup and turbos, that turbo rush is a damn good feeling. But if seeking big power, that rush soon turns into tyre smoke. Turbos depend on power goals. They can be a bit harder to package, and as mentioned manifolds etc can eventually crack due to the extremes of heat. Depends how good the kit is.
Then there is the twin screw, Whipple, Kenne Bell, whatever. You get the monster torque turbos offer, and the top end too. But they are expensive. Despite me liking my Vortech...I could someday be tempted by a twin screw.
At the other end of the scale is the cheaper Rootes/Eaton type blower. They offer mild gains, good low-mid torque, but will struggle a bit top end. But a good cheap entry to a supercharged engine, and plenty for most people.
Kits are made for both cars so either is relatively easy. Depends what your preference is, and power goals.
Ultimately turbos will offer more power, but as most wont go to those extremes, it makes little odds.
I chose a centrifugal blower for my LS1, as it would make the power I wanted, but that power delivery would be nice and linear, rising with rpms. No big surges of power or torque, as happens with turbos.
Prochargers have their own oiling system. Vortech and Paxton use an engine supply, along with return to the sump
For a low power setup and turbos, that turbo rush is a damn good feeling. But if seeking big power, that rush soon turns into tyre smoke. Turbos depend on power goals. They can be a bit harder to package, and as mentioned manifolds etc can eventually crack due to the extremes of heat. Depends how good the kit is.
Then there is the twin screw, Whipple, Kenne Bell, whatever. You get the monster torque turbos offer, and the top end too. But they are expensive. Despite me liking my Vortech...I could someday be tempted by a twin screw.
At the other end of the scale is the cheaper Rootes/Eaton type blower. They offer mild gains, good low-mid torque, but will struggle a bit top end. But a good cheap entry to a supercharged engine, and plenty for most people.
In my experience which is considerable in both areas having had a supercharged C4 and a Twin Turbo C5 both installs require more than just bolting on the kit.
If you are planning to make big horsepower I would go the turbo route. However with both routes you need to be aware that the costs are horrendous as you will need to build an engine which is strong enough to cope with the extra power. If you are increasing the power by more than about 20% of the originally specified power of the engine you will also need to increase a number of other components. i.e. gearbox/transmission/driveshafts.
You also need to think why do you want more power? What will you do with it? Drag Racing? Track Racing? Traffic light grand prix? Bragging rights at the next car show?
Depending on what you want depends on what you would be best spending your hard earned on.
If you are planning to make big horsepower I would go the turbo route. However with both routes you need to be aware that the costs are horrendous as you will need to build an engine which is strong enough to cope with the extra power. If you are increasing the power by more than about 20% of the originally specified power of the engine you will also need to increase a number of other components. i.e. gearbox/transmission/driveshafts.
You also need to think why do you want more power? What will you do with it? Drag Racing? Track Racing? Traffic light grand prix? Bragging rights at the next car show?
Depending on what you want depends on what you would be best spending your hard earned on.
ZR1cliff said:
I want to build a TT LT5,i know i will have to lower the compression,use stronger rods and have special exhaust manifolds made up(no problem) but are the turbos,pipes etc easy to lay your hands on in the UK.
I assume you are planning to build this as a "spare" engine?
The pipe work for my kit is prefab ally stuff that comes pre-bent in all the right places to fit under the bonnet etc.
Are you planning on fitting a single or dual intercoolers?
Can I make some design recommendations?
1. I would ditch the GM ECU at this point as it won't be able to cope with the additional fueling required. This will mean going to something like my MoTec M800 which will set you back about £2,000
as you will need an additional ignition module as you are running a V8 and the standard ignition module can only cope with up to a 6. The advantage of running a MoTec is you can tune it as you go therefore there is no burning chips and then trying them. It also has real time diagnostics and data logging so you can see what is happening in different circumstances.
2. Do you know what rating your fuel injectors are?
3. What diameter is your fuel rail?
4. How many fuel pumps (how big are they)?
5. You will need cooler spark plugs.
There is a load of other stuff to consider particularly cam profile and fitting turbo friendly dished pistons.
vetteheadracer said:
I want to build a TT LT5,i know i will have to lower the compression,use stronger rods and have special exhaust manifolds made up(no problem) but are the turbos,pipes etc easy to lay your hands on in the UK.
I assume you are planning to build this as a "spare" engine?
The pipe work for my kit is prefab ally stuff that comes pre-bent in all the right places to fit under the bonnet etc.
Are you planning on fitting a single or dual intercoolers?
Can I make some design recommendations?
1. I would ditch the GM ECU at this point as it won't be able to cope with the additional fueling required. This will mean going to something like my MoTec M800 which will set you back about £2,000
The advantage of running a MoTec is you can tune it as you go therefore there is no burning chips and then trying them. It also has real time diagnostics and data logging so you can see what is happening in different circumstances.
2. Do you know what rating your fuel injectors are?
3. What diameter is your fuel rail?
4. How many fuel pumps (how big are they)?
5. You will need cooler spark plugs.
There is a load of other stuff to consider particularly cam profile and fitting turbo friendly dished pistons.
Yep great post Nige and loads of stuff to consider thats why i am going to build it in my dining room a bit at a time,i feel doing all the work myself out of the car as a project will save me a considerable amount of money and i know of machine shops and exhaust makers that can make up parts for it when needed,from what ive read multi valve heads lend them selves well to Turbo Charging ands ive heard of Lingenfelter extracting as much as 850 raging horses from a standard cubic inch LT5,anymore suggestions welcome.
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