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Turbo Chargers vs Super Chargers:

Both turbochargers and superchargers are called forced induction systems. They compress the air flowing into the engine (see How Car Engines Work for a description of airflow in a normal engine). The advantage of compressing the air is that it lets the engine stuff more air into a cylinder. More air means that more fuel can be stuffed in, too, so you get more power from each explosion in each cylinder. A turbo/supercharged engine produces more power overall than the same engine without the charging. The typical boost provided by either a turbocharger or a supercharger is 6 to 8 pounds per square inch (psi). Since normal atmospheric pressure is 14.7 psi at sea level, you can see that you are getting about 50-percent more air into the engine. Therefore, you would expect to get 50-percent more power. It's not perfectly efficient, though, so you might get a 30-percent to 40-percent improvement instead. The key difference between a turbocharger and a supercharger is its power supply. Something has to supply the power to run the air compressor. In a supercharger, there is a belt that connects directly to the engine. It gets its power the same way that the water pump or alternator does. A turbocharger, on the other hand, gets its power from the exhaust stream. The exhaust runs through a turbine, which in turn spins the compressor (see How Gas Turbine Engines Work for details). There are tradeoffs in both systems. In theory, a turbocharger is more efficient because it is using the "wasted" energy in the exhaust stream for its power source. On the other hand, a turbocharger causes some amount of back pressure in the exhaust system and tends to provide less boost until the engine is running at higher RPMs. Superchargers are easier to install but tend to be more expensive. Turbochargers are inherently more difficult to control due to the tremendously high temperatures they generate and the way they produce a dramatic rise in air pressure, resulting in instantaneous large horsepower increases. Although this may sound ideal it usually results in uncontrollable wheel spin and loss of handling to the point of making driving dangerous, forcing the driver to back off and losing the benefits of all this power, always assuming he's still on the road. All these problems of a turbocharger can be tamed to a certain extent but it involves much extra technology and cost. Apart from this drivability problem the other downside is that this sudden rise in pressure, means very careful engine management adjustments to set the fueling and ignition correctly to avoid engine blow ups. Several Saxo turbo's that we have heard of produced reasonable power but destroyed themselves and the installer then rebuilt them with lower boost to preserve the engine. This did cure the reliability but then power was way down. Another example of this was a turbo conversion on a Ford Fiesta done by a well know company, the result was only 30% increase in power. Another downside of turbo's due to the very rapid increase in power, is the effect on the transmission components, all turbo's wear out clutches and gearboxes more quickly. These components like gradual torque increases not sudden violent increases. There are several types of superchargers, most compress the air with the use of vanes screws or rotors, these types of units are called positive displacement supercharger, meaning that they suck in a set volume of air and compress it into a smaller higher pressure volume. This method means you have to have a large unit in comparison to the volume it compresses and because of its size, plus the physical effort of compressing the air, it takes a lot of power to drive it. This creates several problems, one being that due to the high power needed to drive them, they need a large heavy-duty drive train, usually consisting of a wide toothed belt driven off the engine crank shaft by means of a custom made pulley. The other main problem is the power it takes to drive. It is not uncommon to take 45 or more horsepower to drive them even for a relatively small unit. While these two problems can possibly be accepted these units are only really suitable for vehicles with large engine compartments due to their physical size, also, due to the complex engineering needed to build them, they are expensive. Another downside of a displacement supercharger is that they produce maximum boost at about 3000 engine

rpm and then slowly tail off, this may seem great to get such high boost quickly. The reality is that it is bad from a driving situation, especially if you want maximum acceleration from a standing start. As you know any car will spin its wheels when driven away fast in first gear, the last thing you want is near max power at 3000 rpm, this just aggravates the problem, nor do you want power reducing the higher up the rev range you go, this is just the opposite of what you need. What you need is the ROTREX type charger that is centrifugal and is basically a gear driven turbo charger. The benefit of this type of charger is it takes little power to drive and the pressure builds up gradually from 1000 rpm at a linear rate, making driving a lot easier and the power more useable. Turbo Pros ( + ) Only one, where max boost / max power is required in full race, track application, where other considerations can be rejected, e.g. cost to build and develop, life expectancy etc. Turbo Cons ( - ) Much higher boost pressure is needed in a turbo for the same bhp due to pressurized air being much hotter, due to conduction from red hot exhaust manifold. Much more complex management needed in a turbo, to control fueling and ignition due instantaneous rise of boost pressure. Higher pressures and temperatures encouraging detonation, turbo is the big engine destroyer. More intercooling needed to cool inlet air. Much higher under bonnet temperature making everything hotter and so reducing power. High under bonnet temperature reducing life of things like wiring looms and hoses. Much higher incidents of fire due to red hot turbo and manifold. Compromise exhaust manifold and system function due to restriction of turbo not letting the gas flow freely. Extra shock loadings on transmission because of sudden increase in power. Supercharger Pros ( + ) Basically all the things the turbo is bad at the supercharger is good at. Supercharger Cons ( - ) No dump valve to make a nice noise For those building their own kit I would recommend always going to a supercharger 1 size above what the engine capacity suggests, as the price for the next size higher is quite small and if necessary put a restrictor in to reduce the boost. The reason I say this is that most people start off with quite modest

expectations but as soon as they have it fitted they want MORE and if the supercharger they have already fitted is running at max capacity, they have to discard it and buy a complete new supercharger unit. This problem of running out of charger capacity is especially a problem if the engine is 1) High revving e.g. over 7000 rpm. 2) 16 valve unit, as they eat air quicker than 8 valves. 3) The compression is lowered. A Turbo is usually hooked up to a custom header, and the fumes of the exhaust that is exiting the heads will drive the turbos impeller. A supercharger is driven from the vehicles belt system, which is usually driven by the crank pulley. There are 3 popular types of superchargers which all have different characteristics. 1. A centrifugal type supercharger. These compressors look like a turbo and have similar qualities. Since the belts drive the supercharger they usually are on all the time. A will usually start building up boost in the lower RPM range and then you will see full boost at redline. A centrifugal supercharger builds boost per RPM speed. So lets say you have a 6psi system. You will start seeing 1psi around 2500 RPM and then 6psi at your redline. The 2 other common types will be a Roots and a twin-screw type supercharger. These types offer great low end HP and torque since the boost curve comes on instantly. Unlike centrifugal type superchargers usually you see full boost in the lower RPM range and it stays linear throughout the whole RPM band. These are usually great for towing, road course racing, and even drag racing. Now turbo systems use the exhaust fumes to drive the turbo, and usually you will have a slight turbo lag. Turbo lag is the time it takes the exhaust fumes to turn the . Once the impeller is spooled up usually you will reach full boost pretty quickly. Since the turbo is run off the exhaust the temperatures are normally very high and thats why there will be a strong need for an intercooler and even a turbo timer. These items help control the heat so you do not ruin your turbo and engine. Also another major difference is the way the boost is controlled. Since a supercharger is run off of the belt system, usually you have to change the pulley to get more boost out of it. One of the befits of this setup is that you do not have to worry about over boosting your engine, where if you do go to high in boost it will blow your engine. So usually the supercharger setup will be set at a conservative boost level, which is safe for your car. If you did want more boost all you have to do is get a smaller supercharger pulley or a larger crank pulley. This will spin the supercharger quicker giving you more boost. Now with a turbo they have a wastegate and a boost controller that helps control the amount of boost you will get. All you have to do is turn the setting higher on the boost controller and you can change the boost pressure instantly. The convenience factor is there however the draw back is over boosting the engine and blowing it. On top of that there will be a potential risk of boost spike. Boost spike is where all of a sudden the boost pressure will go far beyond your normal setting and this can destroy your engine. Now most supercharger systems are sold as complete kits so nothing is usually needed for it to work on your application. A lot of these kits are C.A.R.B. approved so you do not have to worry about being able to smog your carthis also means that it is legal for street use, so the cops cannot ticket you for it. Most kits will come with all the programming, fuel components, and all the belts brackets and hardware so you can bolt it on and go. also come with a warranty of 1-3 years depending on the

manufacture. Turbo systems usually are very basic and you usually will have to add several upgrades in order for it to be safe and complete. Usually an intercooler, boost controller, turbo timer, and sometimes a wastegate is needed. On top of that you usually have to worry about the fuel components and tuning. These kits usually are not C.A.R.B. approved. A lot of streetcars will gain a slightly more HP gains with a turbo system, however these systems usually have a custom tune in them. If you custom tune your supercharger system usually you will see equal amount of HPor at least you will give them a run for your money.