Yikes - supercharger problem 10 hours before Rally Xport
- Thread starter jaxgt
- Start date
Just curious: How many parasitic horse puppies are required to power "A" vs. "B"?
GKW05GT
GT Owner
PeteK
GT Owner
I second that question. What are the advantages of going to a larger SC? Just more boost, or does it run at slower RPM and give better efficiency?
That's always been the popular view (lower rpms = less heat, etc.)...but, the s/c on new Zo6 seems to turn that belief on its head.
'Waaaay above my pay grade...
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In the technical papers that some of the Ford Engineers submitted to SAE, I believe they were quoting 70-75 HP to drive the blower. Add a smaller pulley and that number will go up. I'd estimate that the Whipples are over 100HP. That all falls in line with our dyno testing of SC cars versus the TT's. For an equivalent amount of boost, the TT's are in the neighborhood of 100-150 more HP. As an example, if we're asking the engine to produce 800HP (~20psi of boost), with the TT's, you're gonna see all of these ponies show up at the rear wheels (less drivetrain losses, of course.) With the SC, ~700 of these ponies are gonna be at the rear wheels and the other 100+ are going to be driving the SC. Put another way, if two different cars are making 800 RWHP and one is SC and the other is TT, the TT is putting a LOT less stress on the engine.
All of this is very "feelable" by the butt-ometer. We've debated the SC vc TT ad nauseam and there most definitely a very feelable, instant-on/instantly-available power on the SC cars. But the TT's , while they may build boost a second or so behind the SC's, there's the easier/free-er running of the engine that is VERY detectable. When compared back to back, the SC cars feel like there's an emergency brake set against the crankshaft at about 20-30%.
Yesterday I picked up AlohaGT's TT at LAX. I drove it ~35 miles to work and then ~30 miles home. I have driven a LOT of GT's. Driving that car is a religious experience.
The last thing I'll say..... There's two kinds of people.... those completely in love with the TT cars (myself included), and those that have never driven (a proper) one!
All of this is very "feelable" by the butt-ometer. We've debated the SC vc TT ad nauseam and there most definitely a very feelable, instant-on/instantly-available power on the SC cars. But the TT's , while they may build boost a second or so behind the SC's, there's the easier/free-er running of the engine that is VERY detectable. When compared back to back, the SC cars feel like there's an emergency brake set against the crankshaft at about 20-30%.
Yesterday I picked up AlohaGT's TT at LAX. I drove it ~35 miles to work and then ~30 miles home. I have driven a LOT of GT's. Driving that car is a religious experience.
The last thing I'll say..... There's two kinds of people.... those completely in love with the TT cars (myself included), and those that have never driven (a proper) one!
BlackICE
GT Owner
Fast Freddy
GPS'D 225 MPH
my first race car was a Datsun 240-Z with 280-ZX Turbo drivetrain. i had a custom blow through turbo/intercooled setup that had to blow through three sidedraft Mikuni 44 carb's to feed the 2.8L straight six motor. this car was super lightweight and fast but drove like a 60's cobra which i have driven on a road race course too. it was a tempermental bitch to tune and nightmare when it came to reliability as i would often be winning the race only to lose to a part failure. one time i qualified first and my motor would not fire for the main. this car taught me what not to do with future projects.
when i bought my '01 Viper ACR i parked the Datsun and never drove it again. The Viper is hard go fast in but not as hard as my old Datsun was. the GT is a walk in the park compared to these cars.
anyway, i have a turbocharged dragbike now that runs really good and me and my race team look forward to putting TT's on my GT someday with the help of my car lift, etc and would like to have it setup to still use my Borla Headers. can Heffners TT kit be setup that way?
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Me too Clinton! Probably not in the cards... until one day when I can retire in Nevada..... and live happily ever after at SM!
Do you mean 4.0L vs 4.5L? That answer is really complicated. At the same airflow, the larger compressor is slightly less but the 4.5L has more capacity so per rev it takes more. Its always best to fit the SC that best fits the airflow required. The 4.5 is by far our best compressor. Bigger, better everything.
Closer to peak efficiency through the entire rpm range. If your just chasing HP, then you want the compressor to be as close to the "sweet spot" near peak rpm. If your chasing torque, you want the smallest compressor as it hits sweet spot early but sacrifices HP. But in general, keeping SC speeds down is beneficial in every way. Longer life, lower temps, etc.
Turbo's are not "free HP". Back pressure takes energy too. At 20psi, there is only a slight difference. Many don't realize how restrictive the stock air box is. Remove that and the proper SC vs TT is rather close. Now at 30 and up psi, there is a significant difference as the power consumptions start to greatly increase. But with the right air system, the 4.5L, our new massive throttle body making 20+psi of boost is acceleration very few can compare too.
ViVa gt
GT Owner
I think it was a question of 3.4 vs 4.0!
I have a a june 2012 3.4l and hope to have no issues til 100,000 miles. At that point, I will be dust, myself.
BlackICE
GT Owner
I know that's why I own one! :thumbsup
Kendall and I were referring the TT when speaking of CARB.