That I really wouldn't know anything about but maybe someone else in this thread might be able to answer what might cause that

:bowrofl::roflpuke2::inoutroflpuke::roflpuke2:

If he's mentally challenged I wouldn't think its funny....but that sure is a big *** set of papmers...god damn...

nah, its a staged photo--still funny though.

ahh boy good old friday nights....gotta love it..

Then again, check out the torque curve of Greddy's 370Z TT kit at less than 6.5 psi.
Welcome to the official GReddy USA blog: 450whp Tuner Turbo Kit for 370Z coming soon!

Bingo! There you go, this guy speaks the truth. The boost pressure you are seeing is measured at the intake manifold. It doesn't matter if it got their through a turbo or supercharger, nor if it was through 10" piping or a 1" garden hose. Two completely different FI setup's with equal manifold pressure and temperature (assming they are both effectively intercooled) will yield the same engine output. If it didn't, it would violate the laws of thermodynamics.

What happens most often in the case of a turbo that is too small for its application is that it reaches a point that it can't maintain sufficient cfm for a given engine rpm, and the measured manifold boost pressure will drop accordingly. I know several folks have experienced this with small gt25's on their sr20det's.

Question: On the various 350Z forced induction systems, why was there such a wide variation in peak hp numbers from roots SCs, centrifugal SCs, and TT kits even when at similar boost levels?

has nothing to do with the car but the different FI options. They all create boost differently. Roots having boost the quickest, then Centrifugal SC, then TT. Sometimes Centrifugal SC and TT produce boost at around the same time though.

What's even funnier is that huge safety pin...haha. Where do you find that?

But if boost is boost, then they should all have similar peak numbers at the same boost level on the same engine, right?

The internet is a wondrous machine isn't it. I actually just went to google images and just searched 'fat guy'. It comes up on the first page, first row.

http://images.google.com/images?clie...-8&sa=N&tab=wi

I definitely don't know all the reasons why boost doesn't actually translate that way but I do know that TT is the efficient boost option. It is essentially free energy because it is using the actually exhaust of the engine to spin the turbine. The only problem is you have to wait for the exhaust pressure to build for the TT to spool. SC on the other hand uses engine HP because the turbine is spun by the engines belt system which, while creates boost, also takes HP to do. Typically the main benefit of SC over TT is earlier boost times. The disadvantages is that you will typically not have as high gains from SC then you would a TT. Main reason being is becuase the engine itself it working harder just to spin SC.

Like i said above, sometimes Centrifugal SC and TT produce boost at around the same time though.

There is no free energy. All of the power required to spin a turbine and compress inlet air comes from the engine. Belt driven off of the crank or back pressure on the exhaust stroke, the power requirement is the same.

This is caused by the friction and drag from the supercharger and belt, some have more then others which will result in HP loss to the rear wheels.