I see this a lot, but if you price a COMPLETE S/C package, by the time you buy all the supporting hardware...and many seem to, you have spent the same/sometimes more than a comparable Single Turbo or Twin Turbo Setup. If you want an entry level setup that you never plan to change and only want the s/c only THEN will it be cheaper. However, we have all seen the progression (hell we've all lived it )...

1.) Add K&N: mmm...it sure does feel faster, well not really
2.) Add CAI: ..definitely feels faster...well not really
3.) Add Cat-Back: definitely sounds faster and feels faster too..well for about 1 month
4.) Whats this corvette forum that I've been hearing about. Ahh found it!!!!...wow, forced induction, whats that!?
5.) Man, you mean I can get 600rwhp for how much...all I need is this S/C thingy!!!!
6.) Wow, this S/C feels great, my car is the fastest thing on the road and all I had to do was add a S/C ...
7.) I have to see how much power its making..1st post, why is my car only making 420rwhp when all these other guys are making 600-700rwhp and its on a SAFE tune...the tuner said so!!!!
8.) What do you mean I have to add headers and get my heads done and a S/C cam? and add 8lbs of boost? Isn't that kind of dangerous for my stock block?
9.)Next post, "How much boost can the stock block take?"

How many times have we seen it? Once you start, it really never stops. Well actually it does..you either get a bad install and you break everything and go back to stock or your addiction only grows...

... 7 years later you end up with =>

 

Great questions for you to ask me, but what I'm really asking YOU GUYS is why YOU made the swap from SC to TT or vice versa. I appreciate the recommendations, but rather just looking to roll your lessons learned into my eventual decision.

Make sense?

Gordon

 

Yep, I'm at Step #5!

Gordon

 

The big problem with S/C' for me were the belt issues, which seem to be especially common on C5's, and the amount of trouble you have to go thru to increase boost (pulley changes). Although a lot of guys say they have no issues, I have talked to many (from the ATI's to the Maggies) that are going thru hell as the try to push their systems. Look at all the 8 and 10 rib threads. These systems don't exist because there are no belt slip issues. They don't cost thousands because thre is no market for them. Regarding boost changes...S/C make more power when cold and less when hot...this can be tricky to tune especially in climates that vary. I popped a 32V Ford motor back in the 90's because the car was tuned in 80 degree heat and I went out when it was in the 30's and laid into it. Performance can be made to be equal, but I did add gears to my 32V because it lacked low end torque. That was on a 4.6L, so maybe the LSx motors don't share the same issues.

Good luck in whatever you do.

 

Not really. Superchargers aren't less expensive than turbos when you add in the necessary 8 or 10 rib assembly, long tube headers, electric water pump, and whatever other doodads you need to keep the belt on.

 

Well, I guess I was just thinking of my experience. I was able to do a full supercharger setup for around 5 grand. That includes all the supporting mods, fuel, full exhaust, installations, tunes, ect. 100% complete. During the few years, I was always looking for a twin turbo "upgrade". The few that showed up here and there were always at least 5-6 grand, just for the kit. That doesn't include anything else. I'd end up spending around 7 grand minimum before it would be up and running. Only problem was these "cheaper" setups were always the ones with the smallest turbos. They wouldn't even outdo my supercharger. I can't say that I've had both setups, but I did have a trouble free supercharger setup in excess of 500rwhp, and did the research for years trying to get into a twin tubo set. I just couldn't swing it because of the significant price difference.

 

At the 500 rwhp level you shouldn't have any problems. If 500 is your goal I can see some merit in a supercharger, but I've been around long enough to know that almost noone stays happy with 500. I did 500 for one season with the blower, 600 the next with turbos, and now I'm adding another 100 this year.

 

Geez Mark, I knew I needed a 32 rib and headers, but now I need an electric water pump too?

Edit: I can say from experience and with reasonable certainty that the ECS 6 rib is fine with 10 lbs boost, which can make pretty healthy horsepower for those who aren't limited to a bone stock LS-1 like mine.

 

I thought I NEEDED to have Nitrous, Methanol, a leaf blower and a TURBONATOR in order to run a belt driven supercharger

 

I doubt you have much to worry about. I was referring to when you want to add another couple hundred hp.

 

I think newer mounting brackets with adjustable idler from A&A and ECS have made belt issues even less common. Look at how small pulleys are by comparison to older style brackets with less wrap. With micro-v belts it comes down to traction/friction, you can increase it with more ribs or more wrap, either way it’s contact area from a simplified standpoint. Now tensile strength of tension member/cord is another story, but I don’t think that is limiting factor on most 6-rib designs.

Oh, when looking at small Paxton/Vortech pulleys even with good wrap, it’s still harder to maintain good traction because belt wants to stay in motion or follow straight line do to centrifugal forces. The calculations on say 2.5 in. and 3.5 in pulley would indicate over 150 lbs difference on shaft loads. So what I’m trying to say is newer brackets with idler assisted wrap have made a huge difference and 6-ribs are now running in 8-rib territory.


Mike

 

Agreed. 10+ pounds from a stock 3.50 inch pulley was unheard of until last year.

http://grondpix.com/stuzcruz1/stuzcruz1-boost1.avi

http://grondpix.com/stuzcruz1/stuzcruz1-boost2.avi