GT Motorsports: 370Z Supercharger system development

Togo · 02-18-2010, 08:21 PM

Quote:

Originally Posted by budakai

oh oh ok...Thanks I get it now...Do you notice the wave in there...I wonder what caused that.

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

Togo · 02-18-2010, 08:24 PM

Quote:

Originally Posted by kdoske

prolly this guy....

budakai · 02-18-2010, 08:30 PM

Quote:

Originally Posted by kdoske

prolly this guy....

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

kdoske · 02-18-2010, 08:33 PM

Quote:

Originally Posted by budakai

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.

budakai · 02-18-2010, 08:35 PM

Quote:

Originally Posted by kdoske

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

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

Buddy Revell · 02-18-2010, 08:58 PM

Quote:

Originally Posted by kdoske

This is why I love super chargers. Everyone wants a turbo with 500+ power. Thats great and all but unless your a track junkie all that highend HP is wasted and not utilized. These power curves will create a more fun daily driver then any high HP turbo setup.

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!

BalanBro · 02-18-2010, 09:59 PM

Quote:

Originally Posted by KEVTEX

The quantity of air that flows through the engine at a given boost pressure, temperature and rpm is detemined by the flow characteristics of the engine(port size, valve size, cam, displacement) and not by the characteristics of the compressor that creates the boost. Other than minor differences in parasitic losses from bearings and belts, boost is boost regardless of how the engine created it.
Silo's chart indicated a larger turbo could flow more air than a small turbo at a given pressure, which is not true if they were both used on identical engines. It would be true if the larger turbo was used on a larger engine.

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.

Buddy Revell · 02-18-2010, 10:14 PM

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?

kdoske · 02-18-2010, 10:33 PM

Quote:

Originally Posted by Buddy Revell

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.

dlmartin81 · 02-18-2010, 10:35 PM

Quote:

Originally Posted by budakai

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

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

Buddy Revell · 02-18-2010, 10:37 PM

Quote:

Originally Posted by kdoske

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.

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

kdoske · 02-18-2010, 10:38 PM

Quote:

Originally Posted by dlmartin81

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

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?client=firefox-a&rls=org.mozilla:en-US

fficial&channel=s&hl=en&source=hp&q=fat%20guy& um=1&ie=UTF-8&sa=N&tab=wi

kdoske · 02-18-2010, 10:40 PM

Quote:

Originally Posted by Buddy Revell

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

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.

KEVTEX · 02-18-2010, 11:16 PM

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.

Minicobra1 · 02-18-2010, 11:27 PM

Quote:

Originally Posted by Buddy Revell

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?

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.

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02-18-2010, 10:14 PM	#1073 (permalink)
Buddy Revell Enthusiast Member Join Date: Mar 2009 Location: So Cal Posts: 303 Drives: 08 Infiniti G37 Rep Power: 16	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?

02-18-2010, 11:16 PM	#1079 (permalink)
KEVTEX Base Member Join Date: Nov 2009 Location: Montgomery, TX Posts: 119 Drives: 2010 370Z 7at sp pg Rep Power: 16	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.