Discussion
Don't know what's best as it's up to the individual but turbo's can make lots of power low down if sized to suit. Look at a lorry or bus as an example. No superchargers there, well I can't think of any
I prefer turbo's because on boost the power seems endless, it's just about when you decide to open the wastegate. You have so much power you have to let some go.
Then there's traction to consider. 800 s/c hp at 1k rpm's probably won't get you very far. With a turbo install you'll probably be on full boost by 2.5k and you may or may not map some of it out until the revs have risen. With the s/c, as the revs rise to the top end you will run out of puff somewhere and maybe a pulley change won't make it any better. It's easy to change turbo specs, not so easy to change the s/c though, if it's a maggie and they look the best.
A vortech thingy is like a turbo but limited by engine rpm's. Still very good and I think the powers linear, certainly something to lok at very closely as they have huge potential. Stevie T has gone this route so would know all about it.
Boosted.
I prefer turbo's because on boost the power seems endless, it's just about when you decide to open the wastegate. You have so much power you have to let some go.
Then there's traction to consider. 800 s/c hp at 1k rpm's probably won't get you very far. With a turbo install you'll probably be on full boost by 2.5k and you may or may not map some of it out until the revs have risen. With the s/c, as the revs rise to the top end you will run out of puff somewhere and maybe a pulley change won't make it any better. It's easy to change turbo specs, not so easy to change the s/c though, if it's a maggie and they look the best.
A vortech thingy is like a turbo but limited by engine rpm's. Still very good and I think the powers linear, certainly something to lok at very closely as they have huge potential. Stevie T has gone this route so would know all about it.
Boosted.
AM04ARO said:
More to the point BHP figures.
Whats best?
Whats best?
There is no best.
Different SC's will produce different power characteristics. So you cant generalise. My torque certainly isnt flat, nor is that what I desire. ( traction )
But a well designed turbo setup, could out perform most SC setups in terms of a flat torqueline, albeit with a little initial lag.
If you wanted to limit the torque, mapped boost could be the order of the day.
Horses for courses. Each has good points. Its just a case of selecting which ones you want.
Packaging makes the SC very attractive. Personally I'd prefer a turbo setup just because I think the V8 has enough low end grunt to get you going without excess wheelspin and then the turbos can do the job when you're moving. The 'always on' character of the SC would probably put me in a ditch 
willisit said:
Packaging makes the SC very attractive. Personally I'd prefer a turbo setup just because I think the V8 has enough low end grunt to get you going without excess wheelspin and then the turbos can do the job when you're moving. The 'always on' character of the SC would probably put me in a ditch
Interesting viewpoint but for me having a turbo set up would no doubt put me in a ditch, my smart scares the crap out of me when the turbo spins up (2 bar) and 115 horses pulling and you need to come off the power quickly, even with 6-pots it is very difficult to tame the power deliver on full chat. By comparison the SC set up on the HSV is totally different in power delivery terms, always on but never uncontrollable, when you lift off, it does, so never ‘caught out’ by the blower to date whereas I have just spent a fair bit replacing the front end of the smart when I did a 360 in a multi storey car park (wet) the minute second gear engaged under full boost!
If maximum bhp is required then turbo & twin turbo applications will beat a SC but if you want masses of torque from just off idle then only a SC can do this IMAO.
There is a very long post on ls1tech about this. With the SC guys Harrop etc comparing to the GenTT turbo setup. Plenty of dyno charts to show the turbo setup with virtually no lag and instant off idle power. As Boosted says its all in the setup.
The benefits of the SC as I see, especially the harrop/whipple/eaton etc is that its a simple bolt on job. Turbo's and some centrifugals need a lot of things removing and altering to fit the intercooler and pipework.
If you want outright power you are going to need to upgrade your heads, cam and block to match anyway, as at some point they will hold you back by their inability to flow sufficient air, or simply be too weak. But by this stage you will be well in the realms of insanity.
The benefits of the SC as I see, especially the harrop/whipple/eaton etc is that its a simple bolt on job. Turbo's and some centrifugals need a lot of things removing and altering to fit the intercooler and pipework.
If you want outright power you are going to need to upgrade your heads, cam and block to match anyway, as at some point they will hold you back by their inability to flow sufficient air, or simply be too weak. But by this stage you will be well in the realms of insanity.
Or go big block 
Ever since I saw a Dax cobra replica with a 502cid big block chevy in it at Donington kit car show I've wanted one They come with 500bhp standard, no doubt some go faster bits and bobs could get you way more It'd be a shame to lose the modern tech of the LSx engines though. Is 427cid the biggest you can get?
Ever since I saw a Dax cobra replica with a 502cid big block chevy in it at Donington kit car show I've wanted one
They come with 500bhp standard, no doubt some go faster bits and bobs could get you way more It'd be a shame to lose the modern tech of the LSx engines though. Is 427cid the biggest you can get? Nope. You can go around 460ci with a sleeved block. BoostedLS1 knows about these.
If you want iron you can go to around 580ci from memory with the new LSX GM block or a world products or dart block. Lots of options.
The best buy is this www.sdparts.com/product/SDLS92SB416FT/ShortBlockAssemblyL92416CIFlatTop.aspx
416 cubes aka 6.8L around £2500!
For over 416 up to 454 the sleeved block is the way to go.
402 engines are one or two hundred pounds cheaper than the 416, but not much point IMO.
The easiest to install are the 383 and iron 408 engines as they are based on the LS1 blocks for guys with the LS1. LS2 guys have the nice privelage of being able to use the 416 without issue.
The LS2 based 402 and 416 engines will go into an LS1 5.7L vehicle if you extend the cam sensors, relocate the knock sensors to the side of the block and change the timing cover. SDPC supply the conversion parts as part of the deal they do.
You can use your own heads and intake, but are much better off with ETP/AFR/TFS etc heads and FAST90 as replacement.
If you want iron you can go to around 580ci from memory with the new LSX GM block or a world products or dart block. Lots of options.
The best buy is this www.sdparts.com/product/SDLS92SB416FT/ShortBlockAssemblyL92416CIFlatTop.aspx
416 cubes aka 6.8L around £2500!
For over 416 up to 454 the sleeved block is the way to go.
402 engines are one or two hundred pounds cheaper than the 416, but not much point IMO.
The easiest to install are the 383 and iron 408 engines as they are based on the LS1 blocks for guys with the LS1. LS2 guys have the nice privelage of being able to use the 416 without issue.
The LS2 based 402 and 416 engines will go into an LS1 5.7L vehicle if you extend the cam sensors, relocate the knock sensors to the side of the block and change the timing cover. SDPC supply the conversion parts as part of the deal they do.
You can use your own heads and intake, but are much better off with ETP/AFR/TFS etc heads and FAST90 as replacement.
Dont be fooled into thinking you need big cc's, to make power. They help, but having a much more efficient, light and compact engine are equally as important.
Will.....you cant compare it to a silly car.
Small engines will require a lot of boost, to make any useable power levels. This usually means there is a more on/off to them.
With bigger better engines, that already have decent power or torque levels off boost, they are just more user friendly. Unless ya go silly and end up with loads of power
But they can still be user friendly.....just treat it with respect.
Will.....you cant compare it to a silly car.
Small engines will require a lot of boost, to make any useable power levels. This usually means there is a more on/off to them.
With bigger better engines, that already have decent power or torque levels off boost, they are just more user friendly. Unless ya go silly and end up with loads of power
But they can still be user friendly.....just treat it with respect.
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