turbo or eaton

[grocery getter]

which would you do or have you done ? reply with the reason why 8)

 

[rickwrench]

M90. Because I already have a couple in the garage now.
Rick(wrench)

 

[grocery getter]

M90. Because I already have a couple in the garage now.
Rick(wrench)

that... is a real good reason

 

[Anonymous]

I used an Eaton because I already had a Clifford 6 into 2 header. That kicked out turbo.

I really like the paxton set-up that one of the guys here did, but I couldn't find one cheap enough for this kind of experiment.

I think if you supercharge a centrifical would be easier to use but the Eaton is cheap.

I also think supercharging is easier for someone who is not as well versed in boosted applications as someone like Does 10 or Linc is.

You can get more performance from a turbo. They are way more efficent.
At 12 to 14 pounds of boost at 100 percent efficency you double your horsepower, a turbo is about 90 percent efficent, a supercharger around 70 percent. I'm definatly not the expert on the subject but I think it is because the turbo uses exhaust gases to spin it, (free power) while the supercharger uses crank power to spin.

Bob

 

[wallaka]

...because the turbo uses exhaust gases to spin it, (free power) while the supercharger uses crank power to spin.

That and turbos are generally intercooled while superchargers aren't.

 

[grocery getter]

I used an Eaton because I already had a Clifford 6 into 2 header. That kicked out turbo.

I really like the paxton set-up that one of the guys here did, but I couldn't find one cheap enough for this kind of experiment.

I think if you supercharge a centrifical would be easier to use but the Eaton is cheap.

I also think supercharging is easier for someone who is not as well versed in boosted applications as someone like Does 10 or Linc is.

You can get more performance from a turbo. They are way more efficent.
At 12 to 14 pounds of boost at 100 percent efficency you double your horsepower, a turbo is about 90 percent efficent, a supercharger around 70 percent. I'm definatly not the expert on the subject but I think it is because the turbo uses exhaust gases to spin it, (free power) while the supercharger uses crank power to spin.

Bob

thanks for the reply. i justed scored a header, so i'd like to go with the eaton.(unless I can be convinced to go turbo )

 

[kirkallen143]

...because the turbo uses exhaust gases to spin it, (free power) while the supercharger uses crank power to spin.

That and turbos are generally intercooled while superchargers aren't.

(Generally speaking), it is called an "aftercooler" if I do recall, and they rely on water and/or air for cooling the supercharger's boost.

Kirk

 

[StrangeRanger]

It all depends on what you want the engine to do.

A positive displacement blower like an Eaton, a GMC or a Whipple makes constant boost throughout the RPM range of the engine. Your 200 will act like a 302 or better depending on how you build it up.

A centrifugal makes boost in proportion to engine RPM. Until you get it spinning fast it adds little or nothing. They are more at home on larger engines which do not need more off the line power.

A turbo makes boost in proportion to demand. The more you open the throttle, the more boost you get. If improperly sized, they also have significant lag.

All three require approximately the same fuel system mods. Centrifugals and turbos can be intercooled. Turbos take a lot of fabrication to install, blowers take a lot of machining to design, make and align the bracketry.

 

[200cid]

I´m putting the Eaton because i bought the FSPP-headers allready like many others.. :roll: And it´s just cool 8)

 

[turbocharged66stang]

turbos make a lot more power just look at kelys falcon.

 

[StrangeRanger]

Not necessarily true. Look at Tony Schumacher's dragster.

It all depends on what you're trying to achieve by boosting it. Each method has benefits and each has weaknesses. If one method fit all applications, the others would cease to be viable.

On a relatively small displacement engine for the street, a positive displacement blower makes a lot of sense; on a large displacement street engine it makes much less since you will be traction limited.

On a low revving engine, pulley selection with a centrifugal becomes critical. They have to spin to make boost but you don't want it making boost at idle. It adds up to a very narrow range of applicable pulley sizes. On small engines, a centrifugal can actually reduce performance off the line as it can take a while to reach the boost necessary to overcome parasitic drag. On the strip with a manual tranny this is less of a problem since you can rev the engine in neutral to bring up the boost but on the street it can be an issue.

If you select a turbo for high boost and therefore HP, you're going to have more turbo lag. This is not a problem at the strip because you can spool the turbo up to load it against against the converter and launch at full boost. On the street turbo lag is a definite problem. If you downsize the turbo to minimize lag, you limit boost and therefore limit HP.

"You pays your money and you takes your choice"

 

[69Falcon]

On small engines, a centrifugal can actually reduce performance off the line as it can take a while to reach the boost necessary to overcome parasitic drag. On the strip with a manual tranny this is less of a problem since you can rev the engine in neutral to bring up the boost but on the street it can be an issue.

When I added a Paxton centrifugal supercharger to the 1.3L rotary engine in my RX-7, I found the best way to launch was to rev to 3500rpm to build some boost and then slip the clutch. Hard on the clutch, but once I revved to 6500rpm and shifted into second I was already moving quite nicely!

 

[Anonymous]

a turbo is about 90 percent efficent, a supercharger around 70 percent.

The highest efficiency turbo I have personally seen was 78%, most are about 70-73% in their sweet spot.

Thare are ZERO mechanical superchargers, anywhere, that are over 50%. The best I have ever seen was 43% (rare) Most are in the 30's.

blowers take a lot of machining to design, make and align the bracketry.

This is a significant thing to take note of. I have seen the one eaton install one fellow on here did, and he has a whole crew of machinists working with/for him. If you had to hire a machinist to do it for you, it would cost BIG $$$$$$$ to complete. If you are a machinist, then no problem.....

.....but if you are not, I wouldn't recommend it. I took a M90 and set it along side a 200 engine for fun to see how complex it would be to make it work, and the answer is: it will be HARD to make work. I take my hat off to those who have tried, i don't have that kind of patience.

I literally "threw together" my turbo set up in two very short weekends. Look at the pics in my thread....it is COBBLED, but I'm not ashamed because I don't have alot of free time in life and had to do it quick or not at all. The welds aren't great .... but it WORKS. I even used flux core wire on half of it because I was too lazy to change the spool of wire in my MIG welder!

 

[Anonymous]

Read the first sentence in the first post:

http://www.turbomustangs.com/smf/index. ... ic=59313.0

Quote:
"I have had 3 different superchargers and now a PT76GTSH turbo. The turbo is by far the most refined power adder I've seen."

 

[grocery getter]

a turbo is about 90 percent efficent, a supercharger around 70 percent.

I literally "threw together" my turbo set up in two very short weekends. Look at the pics in my thread....it is COBBLED, but I'm not ashamed because I don't have alot of free time in life and had to do it quick or not at all. The welds aren't great .... but it WORKS. I even used flux core wire on half of it because I was too lazy to change the spool of wire in my MIG welder!

the pulleys and brackets would be a challenge. what kind of exhaust sytem do you have ? did I read somewhere that you have a small turbo for sale? :idea:

 

[Anonymous]

the pulleys and brackets would be a challenge. what kind of exhaust sytem do you have ? did I read somewhere that you have a small turbo for sale? :idea:

2-1/4" "U" pipe from ex manifold to turbo inlet, then straight 3" (no muffler) from turbo all the way to in front of back tire.

I do have a S-3 trim TO4B for sale.

 

[XFlow_Fairlane]

if you don't count my "custom" exhaust manifold mine was cobbleded together in short order too.....just took time as I had to setup the throttle cable conversion at the same time and learn how to tune a holley carb (which I still don't get)