Supercharger: Shoehorning in an Eaton blower
11-13-2001, 12:21 PM
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marcucci,
The turbo that we're using (myself and Chris) is a 60-1 hifi ball bearing unit. It spools up quickly and will support in the neighborhood of about 550 to 600 hp. I spin my tires (which are 265 35 18 tires equivalent or better than the stock S02's) launching at anything over about 4,000 RPM's. At 8 psi, I put down 320+RWHP and it's a monster on the big end. Runs low 12's or high 11's in the quarter. I think you'll find it tough to achieve the all around performance gains (on this car) that a turbo offers with an SC.
The turbo that we're using (myself and Chris) is a 60-1 hifi ball bearing unit. It spools up quickly and will support in the neighborhood of about 550 to 600 hp. I spin my tires (which are 265 35 18 tires equivalent or better than the stock S02's) launching at anything over about 4,000 RPM's. At 8 psi, I put down 320+RWHP and it's a monster on the big end. Runs low 12's or high 11's in the quarter. I think you'll find it tough to achieve the all around performance gains (on this car) that a turbo offers with an SC.
11-13-2001, 12:42 PM
#13
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My question about the supercharger is won't it suck air out of the engine since our motors turn the opposite direction of a standard motor. The Comptech supercharger is mounted backwards because so the supercharger will turn the right way. Wouldn't a twin screw supercharger have to mounted backwards so it would turn in the right direction?
11-13-2001, 01:09 PM
#14
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AFAIK, all Hondas now spin the "right" way. The S2000, 2k1 Civic, and RSX all do, as well as (I believe) the newest-generation V6;s in the Accords.
Not sure if the new CRV does or not.
Not sure if the new CRV does or not.
11-13-2001, 06:24 PM
#16
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Derryck,
I'm a turbo proponent myself (although I own an Eaton equipped car). For any sort of venue where maximum power and/or efficiency is required a turbo is really the best choice.
However, for a street car, a properly setup Eaton system (or, even better a Lysolhm) has many advantages. For relatively low boost applications (say 6-8 psi) a PD blower will come close to a turbo in maximum power and torque. However, it will offer a wider powerband and superior throttle response. Its this last bit that I think is most important. Even the smallest turbos (say, the KKK03 on the VW/Audi 1.8T) have a discernible lag and elasticity of response. I've recently had the pleasure (displeasure) of driving a 170 hp 1.8T car and was surprised at this, given how choked the KKK03 is on the top end above 5000 rpm.
Were we to compare a PD blower to your turbo setup at the same boost, you'd see the PD coming in with somewhat less power (maybe 290-300 wheel), but peak torque would be about as high and you'd see big gains from just off idle. BEtween idle and 3k-4k where your 60-1 hits full boost is where the PD would shine on the street. On the track the turbo also tendfs to be superior, but depending upon the traction characteristics of the car, a PD can be easier, or harder to drive. The throttle response is more linear, but sometimes that makes it too easy to overwhelm the tires.
UL
I'm a turbo proponent myself (although I own an Eaton equipped car). For any sort of venue where maximum power and/or efficiency is required a turbo is really the best choice.
However, for a street car, a properly setup Eaton system (or, even better a Lysolhm) has many advantages. For relatively low boost applications (say 6-8 psi) a PD blower will come close to a turbo in maximum power and torque. However, it will offer a wider powerband and superior throttle response. Its this last bit that I think is most important. Even the smallest turbos (say, the KKK03 on the VW/Audi 1.8T) have a discernible lag and elasticity of response. I've recently had the pleasure (displeasure) of driving a 170 hp 1.8T car and was surprised at this, given how choked the KKK03 is on the top end above 5000 rpm.
Were we to compare a PD blower to your turbo setup at the same boost, you'd see the PD coming in with somewhat less power (maybe 290-300 wheel), but peak torque would be about as high and you'd see big gains from just off idle. BEtween idle and 3k-4k where your 60-1 hits full boost is where the PD would shine on the street. On the track the turbo also tendfs to be superior, but depending upon the traction characteristics of the car, a PD can be easier, or harder to drive. The throttle response is more linear, but sometimes that makes it too easy to overwhelm the tires.
UL
11-14-2001, 11:46 AM
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UL,
Thanks for the info. I don't really know that much about the mechanics of a Supercharger or a turbo for that matter. I know the basic design functionality of both as they relate to the engine. I would love something to give even more down low response, that's where I felt the S2000 was lacking the most and thus the reason I decided to go the custom turbo route. My mechanic just doesn't really seem to like superchargers so we never explored that route. I am extremely happy with the outcome of my decision. I traded in a fairly heavily modified Eclipse and was missing the broad power range that it offered. I'm also very happy with how the S handles the added power. My Eclipse was just downright scary to drive if it was wet out. It had tremendous torque steer and was a real handful to keep in check at times. Haven't had that problem with the S, obviously it's alot eaiser now to put the car in a bad situation but that's something that can be avoided if you use a little common sense. I like being able to shift at 5000 RPM's and still have good strong acceleration below that point. Lag is minimal I think because of the turbo we used. I'm already trying to decide what's next.
Thanks for the info. I don't really know that much about the mechanics of a Supercharger or a turbo for that matter. I know the basic design functionality of both as they relate to the engine. I would love something to give even more down low response, that's where I felt the S2000 was lacking the most and thus the reason I decided to go the custom turbo route. My mechanic just doesn't really seem to like superchargers so we never explored that route. I am extremely happy with the outcome of my decision. I traded in a fairly heavily modified Eclipse and was missing the broad power range that it offered. I'm also very happy with how the S handles the added power. My Eclipse was just downright scary to drive if it was wet out. It had tremendous torque steer and was a real handful to keep in check at times. Haven't had that problem with the S, obviously it's alot eaiser now to put the car in a bad situation but that's something that can be avoided if you use a little common sense. I like being able to shift at 5000 RPM's and still have good strong acceleration below that point. Lag is minimal I think because of the turbo we used. I'm already trying to decide what's next.
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