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YOUR RESEARCHEvo Supercharge: interesting install writeup UK
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Use by introducing additional air
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Suggestion
Of course, the supercharger is more than making up for the power it uses by introducing additional air.
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Suggestion
Because turbochargers do not use much of the power output of an engine, the highest power levels are possible when using a turbocharger rather than a suprecharger.
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Suggestion
For example, diesel engines use turbochargers which are small enough to spool by 1700-2000 RPMS.
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Suggestion · Original poster
The only thing I can think of is that PAG may use US bhp readings.
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Suggestion
Because turbochargers do not use much of the power output of an engine, the highest power levels are possible when using a turbocharger rather than a suprecharger.
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Good...very good....bad *** good!
Basically, I want one. If I get my car's problems rapped up then this time next year I will seriously consider taking the plunge on one of these 500bph babies! My car payments are up next year so then is a good time to go for it. My only concern is how the insurance bill stacks up.
"The rolling road test on the 996 revealed a figure of 299bhp (flywheel calculated) which suprised me a little considering Porsche quote 320bhp!. Either our rolling road is reading low (and our 964 remaps returning 290bhp are really giving 310bhp!!) or Porsches published figures are wildly out - who knows?. "
That's funny that they mentioned that because that is what TPC said when they dynoed the Boxster before adding their supercharger kit.
Kirby,
Yes I know. I am totally jealous. I have been reading your posts with tongue hanging out
As I said the only thing is I will have to wait until next year and I will have to research insurance issues. In the UK most insurance companies will tell you to go fish if you have done engine mods.
Guys-The difference between a turbo & a supercharger is? Does one push fuel in harder than the other or is it a completely different principle?
Cheers,
Munro 86
copy and pasted from an faq:
The Comparison: Turbocharger vs Supercharger
Response. Superchargers afford the engine immediate response since the supercharger is always compressing intake air, provided that the engine is rotating. Although this initial boost is very small, it's growth is gradual with increased engine speed, resulting in a smooth increase in power. Turbochargers, on the other hand, suffer from what is refered to as turbo lag. Becuase of the inertia of the turbocharger rotating assembly, the turbo must "spool up" before it is able to compress air, so there is no power increase at low engine speeds, as the turbo impeller starts rotating. At WOT (wide-open throttle), there is usually a very sudden increase in turbo boost at a certain RPM range (typically near 3000 RPM). If you've ever driven a turbocharged vehicle, you probably know what this kick in the pants feels like. Turbochargers can also be sized so that faster response is acheived. For example, diesel engines use turbochargers which are small enough to spool by 1700-2000 RPMS. The trade-off is that maximum power can't be reached with such a small turbocharger.
Parasitic Power Loss. Becuase superchargers are driven by the crankshaft, they draw some of the power which the crankshaft would be producing to compress the intake air. This parasitic power loss can exceed 50 hp. Of course, the supercharger is more than making up for the power it uses by introducing additional air. Turbochargers, however, do not use any of the crankshaft's power in order to operate. Turbos are often described as exhaust restrictions, though. The argument is that the increased exhaust backpressure presented by the turbo also robs power from the crankshaft (since it is now harder to push the piston up to expell the exhaust gases. This argument, however, is overstated. Because the intake air is also under pressure (typically greater pressure until the maximum horsepower engine speed), it pushes the piston down. For the majority of the power band, these two forces cancel on another out. Because turbochargers do not use much of the power output of an engine, the highest power levels are possible when using a turbocharger rather than a suprecharger.
Heat Production. Cooler intake air is denser - which means more oxygen per unit volume. More oxygen means more power. Roots blowers are notorious for their heat production. This heat production is a result of inefficient compression of the intake charge. Turbochargers tend to operate at a much better efficiency than thest upes of superchargers. Centrifugal superchargers can be just as efficient as turbochargers, and offer the advantage of flexibility in placement. Turbochargers must be placed so that the exhaust flows through the turbo's turbine. This brings the hot exhuast pipes closer to the intake pipes - resulting in higher intake temperatures. A well designed centrifugal supercharger installation can reduce this heating, resulting in a cooler intake charge.
Reliability. People often say that superchargers are more reliable than turbochargers. Because turbochargers operate at such high temperatures and are oil lubricated, if they are not allowed to cool down before the engine is turned off, the oil can bake inside the turbocharger. This can result in shorter turbocharger life. However, with proper care and cool down, a turbocharger can last as long as an engine.
Boost Levels. For absolute maximum power applications on stout engines, turbochargers allow much higher boost levels than superchargers. In tractor pulling, to take the example to the extreme, up to three turbochargers are used in series to produce boost levels of up to nearly 200 psi!
Berny...you know that...not only 9M are the only (i think who can do such a job proffesional in england) but they are on of the best Porsche mechanics around U.K.
DO IT....
P.S. used to live in oxford u.k for 8 years..and i know. i have visited all other leading porsche mechanics in a radius of 120 miles...and i know...go for it
insurance wise...try norwich union...can't be beaten...
ex. 964 C2 92 456 pounds sterling full comp
993 C2 656 pounds sterling full comp
996 C2 870 pounds sterling full comp
.....cheers.....
they do not have big problem with mods....
some of the insurance companies do like mods!!!!might sound strange but that'strue...modifying your car means that you do care about it , so insurance companies drop premiums...because of that...get a phone....!!!!
