Turbochargers VS Superchargers | Which is Better?
Вставка
- Опубліковано 1 жов 2024
- Superchargers vs Turbos, a question as old as time.... if time was as old as forced induction. We show you how superchargers and turbos work, and why one could be better than the other.
Animations used in this video
www.audi-techn...
Shop for VW and Audi Parts Here
shopdap.com
----------------------------------------------------
VW AUDI Specialty Repair Cornelius NC
www.daprepair....
VW AUDI Specialty Repair Kent Ohio
www.daprepair....
----------------------------------------------------
More info on DAP Reward Credit
shopdap.com/st...
When you say super or turbo charged to a regular person, they may not know why its good, but they know it’s good.... real good. The words have become so synonymous with more power that they are being used on cars that don’t even have turbos..... or engines.
Whether you are looking to buy a car that already has one, or you want to upgrade your naturally aspirated car, the age-old question remains. Which one is better?
A normal engine has 4 strokes, suck, squeeze, bang and blow. Individually these sound your late-night search history, but when you combine them the tell you how an engine works. First you suck the air into the engine, then the piston comes back up and squeezes the air fuel mixture, then you spark plug ignites the mixture and bang, your piston is sent back down only to return up and blow out the spent gases into the exhaust.
To get more power out of an engine you need more air and fuel to make a bigger bang. This is where forced induction like turbos and superchargers come in. Superchargers and turbos both operate under the same principle, force in more air make bigger bang. The difference between the 2 is how they accomplish said forcing.
A turbo charger uses a shaft with 2 spiny wheels attached to it. These spiny wheels are separate by the hot and cold side of the turbo. The hot side of the turbo is attached the exhaust and the cold side to the intake. Turbos use the spent exhaust gas from the combustion process to spin the turbo which allows it to force more air into the engine
A supercharger in our case uses 2 twisty shafts that are attached to a pulley. That pulley is belt driven and spins the 2 twisty shafts together forcing more air into the engine.
Let’s talk about advantages and disadvantages
Turbos are more efficient since they use exhaust gases that are already a byproduct of combustion to drive them. The down side of this is that it takes time for a turbo to spool since the exhaust gas at low RPM are not moving fast enough to create boost. This efficiency gives them more power potential, but has a down side of turbo lag. Also, they make cool noises
Superchargers have instant power, the second you mash your foot the the floor its go time, but that instant power comes at the cost of efficiency. Since superchargers are belt driven you robbing HP from the engine to drive the supercharger. An while the supercharger is a giver its a giver and a taker. Also it makes cool noises like whaaaaa
When it comes to upgrading naturally aspirated engines with one of these things get pretty distant. Turbos are much more widely used in general, are easier to retrofit and make more power. While superchargers are not very wide spread, more challenging to retrofit and make less power. This generally gives turbos the edge for cost and power potential.
When it comes to buying a car just pick the car that’s best overall vehicle for you. The advantages of one over the other don’t warrant avoiding either. But its probably going to be a turbo car, since there are not a ton of supercharged cars on the market. Orrrr Why not both?
Find all the parts for your VW or Audi! - www.shopdap.com/
- We appreciate your Support and Purchases! -
at 25 psi turbo is only making 100 Horse
and running the timing up like on Dino with E85 Doesnt work off Dyno Either
Neither does High Compression Engine with boost
they go slower than they did natural aspirated
They are Snake oil Salesman Bull Sh iting you
Go Ahead and try it
Nightous only Does it because of Refrigerated super cooled charge Boost Charge.
Top fuel racing is Different Because Hydrogen is mixed with alcohol and methane
giving it many more oxygen atoms peroxide
Same as shooting Rocket to moon lol
This is pure laymens terms for you to understand
40 years of turbos Superchargers At Work and play
Turbo heats to 1700 Degrees wile boosting 26 psi
Roots is at 90 degrees at 8-10 psI with 160 degree thermostat
Dont Believe every thing you See on UA-cam
"While these sound like your late night internet history search" LMAO!!!
SUCK SQUEEZE BANG AND BLOW
That joke was gold
Yeah, such a Golden Joke!!! 😆😆😂
😂
that joke made me not share the video...
Turbo hit the gas and wait, supercharger hit the gas and go.
Turbos are easier on bottom end of engine . non parasitic uses exhaust . and done right turbos come to life quick.
Imop there’s nothing like a supercharger down low when u hit the gas and get an instant response. Plus it sounds so damn good. I miss my revo stage 2 tuned Audi s4
John Alarcon unless it has its own power source there’s always lag with a turbo no matter what
John Alarcon Jesus lol that thing must be hell on wheels
It’s funny. I left behind a lot of turbo veloster cars with my 2002 Mercedes slk230 kompressor.
Seriously. A supercharger is way quicker to install than a turbocharger. Reason being less components. There are many Mercedes models with Kompressors.
Constantine B lies, superchargers are not all easier to install. Plus he didn’t speak on how bad supercharges heat soak and they take forever to cool down unlike a turbo set up.
@@wendellgreenidge3362 yes they are. No oil lines to run, no oil bung to weld onto the oil pan, keeps the same exhaust manifold and downpipe, depending on supercharger you only need an air-air intercooler not air-water so just intercooler and piping in the front.....a lot easier. A properly cooled supercharger doesnt heatsoak....I run mine hard all day and its perfectly fine.
I have a slk230 kompressor for 7 years. Never needed maintenance on compressor and it responds right way. My daughter had a cx7 with turbo and just headache.
Wendell Greenidge not all superchargers heat soak, they are way easier than a turbo to install.
piping is really cumbersome when placing turbos, even with small turbos on small engine..
I like my supercharge it's the Gift that keep's on giving 👍
Taking you mean? Why I’ll never own 1!
That instant torque nothing to be messed with
Turbos have more powerful and supercharger steals ur hp by being belt driven so...
Andrei Temian how many hp can the belt steal? 50hp? Probably not more than 5 to 10hp I guess ?
Yep, too quick
@@Ilikepie18855 the one on the demon takes like 170 I think
They take 20%
Volvos be like: aight we’ll give u both
Mayor difference that you didn't mention: torque with a supercharger is linear, it increases simultaneously with the rpm when you are accelerating. Turbochargers have a mostly flat toque band, usually starting from 1500-2500 rpm all the way to redline, or it's tapers of at the end because the turbo is too small for adequate boost at the end.
It depends of the supercharger type
@@matiz33 yep, and generally, a twin-screw is better than a Roots.
No its turbos dont have load put on them they dont do any thing
you hit hill turbo hits max boost even biggest turbo
youve just run out of gear or maxxed injectors out
in the quarter though in race set up you hit end of Quarter mile before
electric spool gets them started now days off line
That’s why you do a sequential set up
@@ryze9153 All The lies lol
roots rolls over 1 time puff 144 cfm
Screw rolls over 1 time the puff is 1/3 down screw 3 turns puff 144 cfm if that
Heard they did pretty good power butttt
Short winded
A Roots is Being Cooled at source of heat inside blower By Fuel and outside air
Just like a water cooler
Screw being over driven gets hotter and hotter the harder you spin it
then they try to cool the charge after its 500 degrees
to compress air creates heat
and by running rich with fuel will cool it more
you will never see two stock 350s with headers 1 roots 1 screw compete head to head at track Just on Dyno racing lol where it can be manipulated
Its harder to not blow seals in manifold
and head gaskets with roots hitting all at once is only downside
turbos and screws
you will never see on airplane engine
to fly to 50000 feet
original purpose of the Roots lol
other people : hmm lets see advantages and disadvantages
me : which one sounds better
Higher end Twin Screw Superchargers negate the efficiency loss and in select applications outperform turbo applications. Superchargers are also much much cooler than Turbos, and because they have boost on full the bypass is essential. Engine pulley Lso improves stability so superchargers tend to be a lifelong engine's friend. Turbochargers also more negatively affect low end because engine fights wheel spin up where a supercharger force clears.
Now turbochargers are easier to jump fast swathes of power and switch over power it is not hard to do that with supercharger. Sizing is essential for both, turbo is certainly king of the top end however do not disregard supercharger on boost loss on top, this is because cfm need and processing of motor is more efficient than available output.
In summary think of supercharger as a bar that raises with pulley selection, initial size of motor vs literage of engine is only real dilemma, unmodified engines pay heavy penalties with supercharger. Turbo is a exponential slide, add tons of boost pay for it only on the low rpms, above about 2,200 rpm for most engines is usually enough to rotate even 76mm wheels pretty well, 80mm up you need exhaust manifolds and an engine that has spunk on its own.
Few notes, for supercharger nearly all stock superchargers are roots and TVS type, which are trash efficiency of about 40-70% versus TwinScrew and Centrifugal types which start over 80% and often exceed 90%. Centrifugal sc's are nearly completely louder than most would would like on street not often a pleasant noise, though some gearing and shrouds mitigate that not a great time, usually legal outcry if you have heavy police watch. Turbochargers operate somewhere between 76%(Ebay special) and 88%(IHI and most modern turbos) with some well selected ball bearing ceramics pushing 92+ on case by case at specific boost and operation routines.
Issues with supercharging maintenance is far easier and install and removal usually basic. SC intercooler of fixed displacement (not centrifugal tube's with belts) are water to air, run risk of loss if damaged, limping is not usually risky. Superchargers run their own oil.
Turbo and Centrifugal SC share risks and advantages with exception of heat. Lose the oil and/or water lines and it is a nearly certain fatality for the system.
Tuning a fixed displacement supercharger like B8 is super steady consistent. Turbos can vary wildly based on temps and fuel output mapping errors or bad sensor readings.
Research options both are fun for their own functions. Both operate almost same on street mileage if you pedal right below boost, but epic shifts in smiles are not exclusive to either.
I appreciate this.
Thanks man i was told a super charger can increase gas mileage, but everybody that has one tells me i dunno know ive got a heavy foot on the gas. But if im towing a trailer would a mild boost on a chevy 350 factory 8:1 carb 4 spd pick up possibly help mileage ? Thanks also would you recommend brand? Appreciate your post thanks
@@joehart6406 yep
@@tebibyte2357 thankyou
@@joehart6406 turbo's work on a variable function based on rpm and heat is usually biggest threat in design. A well sized air to air intercooler fixes most that.
Superchargers work on a flat performance, issue is a super charger's volume will not expand with rpm and falls off efficiency and eventually becomes useless. Air to water intercoolers are needed for 11psi or more on older v8's and above 6psi in general for any high compression "hemi" type engines, which may include BMW or new Mustangs for example. Find out your power requirement and find the correct efficiency on say whipple's site or Garrett's turbo maps. Without a solid power goal this is extremely difficult to answer because comes down to technical issues
Supercharged any day. Turbos burn up!
Turbo I like it
@SG2 February Procharger's are rpm dependent they don't make much boost until 4000 rpm. Roots or Twin Screw will make full boost around 2500 rpm.
PRO 5.0 I’m new to this can u explain more I have a Infiniti q40 I am deciding between supercharging it or adding turbos. Thanks 🙏🏾
@@ushyamamoto7098 Supercharger is a less complicated install, however it depends on how you want the power delivery. Supercharger for instant down low torque, turbo for more higher rpm punch. Availability of a kit is another concern.
Big facts
I think supercharger and turbochargers are both good. I think it depends more on what the purpose you are using the vehicle for. In my case, I want more response in everyday driving. I'm less interested with peak HP. If it was all about power, I'd probably go with turbo.
I want a super charger for my truck, it needs more boost 😂
Dont we all need more?
I prefer superchargers over turbos : reason its quicker too install and has instant power. Turbo motors needs more maintance.
Me too
Not true. Actually to get real power from a supercharger you have to which engine components. Turbo you don't. Turbos are budget friendly and don't put a pounding on your engine. A supercharger puts a pounding on your engine and if you don't upgrade your engine components you will break something for sure. This is why when a company adds a supercharger on a car it doubles in price and not the case with a turbo.
@@rayshaunedwards6572 Actually it is the oposite, turbo,which nowdays usualy provides above 1 bar of boost in most factory non peformance cars puts more strain on the engine compared to equivelent supercharger that usualy puts out 0.5 bars. Also supercharger is easier to install onto a NA car most of the time compared to a turbo where you have to modify your car's oil feed and coolant supply to the turbo, not mentioning custom made exhaust manifold,mounting bracket,fueling and remaping involved. We are talking about basic turbo design there, while basic supercharger(roots type I think) just needs a mounting slot and a pulley, while stock ECU can compensate the extra 0.3-0.5 bars of air on it's own(of course it also depends on the size).
@@rayshaunedwards6572 any type of power adder (turbo, supercharger, procharger, nitrous) puts a strain on the engine components due to the higher amount of air and fuel being sent into the engine. A lot more vehicles are being made from factory with turbos because it doesn't cost as much compared to a supercharged vehicle. As the video stated, the supercharger robs the engine from horsepower (100 to be specific) while the turbo doesn't rob more than 30, if that. A car company will make a turbo 4 cylinder vehicle with it only using maybe 5 psi of boost and get into the 300 hp range with similar torque while maintaining 30 mpg. Companies are competing not only to be the fastest, but. Also the most fuel efficient at the same time. That's maybe the biggest reason why turbos are much more common than a supercharger
What about 'sstutututu' sound?
This was actually very informative. Thank you.
No problem
Most superchargers can literally just be bolted on lol.
Thank you for this. I always knew the difference in how they work, but not their advantages and disadvantages. The turbo revolutionised the diesel engine both in terms of torque and reduced fuel consumption. Also they are more reliable on diesels as they run at much lower revs (due to the higher compression ratio) and hence are cooler.
diesel torq and hp is from 300- 400 hp at 26 pounds of boost 100 hp from turbo at 2150 rpm
only making boost taking off and when it hits hill going down road at 60 guage reads 0
super charger was more efficent on big trucks but costed dealer 1000 to make
turbo costed dealer 25.00 to make Dads in old truck club
my truck turbo comes on it reaches 1600 degrees has oil cooling it idont know why it survives 1221 is aluminum melting point lol
We own both a supercharged and a turbocharged vehicle. Vastly prefer the supercharged one. Instant power from idle, just like having a bigger engine.
There are some other things worth mentioning.
The free spooling turbocharger allows for altitude compensation. A supercharger is slaved to the crankshaft so as elevation and temperature increases (esp a combination of both) then the power adding the supercharger gives is lost as in an NA engine (albeit from a higher power potential). A turbocharger has a key advantage here as it can maintain manifold pressure automatically.
A turbocharger also costs power in the form of pumping losses esp when it is on high boost but blower pumping loss is always there esp when cruising - whereas the turbo during cruise has little or no pumping loss sice it's off boost.
Back to superchargers, in aviation some general aviation had a pilot selectable 2sp gearbox to compensate for altitude gain. As you can imagine it is problematic and turbochargers are simpler and lighter.
So as you mentioned a turbo has a clear benefit. It can maintain rated power most of the time and doesn't cost fuel during cruise - however I still want a blower lol.
Make a video next about different types of turbos and different superchargers! Explain the advantages and disadvantages of each!
Both systems are great, the problem with the turbo is to use the engine oil, this is critical and terrible.
And I beleive as the efficacy aspect of turbos, they add power and reduce emissions. Superchargers not so much, hence why manufacturers are veering away from superchargers and adding turbos to everything
It really is a matter of choice but engines with the same displacement and number of cylinders make more top end power when turbocharged as opposed to supercharged.
Anyone who See's this message you are so valuable and special to Jesus, he died for your sins so that they can be forgiven ,come to him as you are doesn't matter how broken you think you are , he loves you so unconditionally no matter where you've been and he knows you personally doesn't matter what you done he'll forgive and wait for you to come to him so he can give you rest no joke he loves you so much!
I guess depends on where you’re mounting them etc, engine size but I personally always thought mounting a supercharger especially on v8s is much easier than having to turbo them. Much more work to turbo one as well to fabricate all the pipes etc
Don't forget the audi superchargers have bypass valves, which allow for much better efficiency at low rpms.
Also I approve of the use of the terms twisty thing and spinny wheels
Superchargers seem to be great at the lower rpms and quick accelerations, turbo has greater fuel efficiency and rule the higher rpm part of the power curve because they have LESS parasitic drag. Any time you put some resistance AFTER your exhaust manifold you are robbing SOME power from the engine. You are hoping that the power gained offsets the extra work you are imposing on the engine.
Turbocharger win 💪
Having a supercharged car makes even the smallest journey super memorable even in stop start traffic
I really wish I could have the corner exiting feel of a supercharger with the sound of a turbocharger.
Why not both?
*faint explosion sound in the background*
Actually you can and it's relatively safe. Especially on a diesel. A turbo provides the low end torque and if you gun it, the supercharger kicks in. I would like to see BMW implement both turbo and supercharger on their M Series. If anyone can, it would be BMW.
Literally the best explanation thank you- although I knew all this already I do now know which I prefer
I'd buy the supercharged cause of the sound. The sound is GODLIKE
I was trying to decide which one sounded better and had to call it a tie. The turbo’s “fssssssstustustu” is godly in its own way, but a supercharger just sounds so mean😩
I'm a supercharger guy. I'm not looking for outright the most power I can get. I like stock feel with an abundant of power at each rpm. And since superchargers are always boosting the instant power is very welcome. Can you imagine though if roots type blowers were not driven by the engine and still give instant power.
i leave my friends GTR instantly, my Jag's supercharger puts down instant torque and he has turbo lag
And what about durability?
Super clear explanation. Thanks a lot!
Keep banging these videos out dude, awesome content and information as always. 👏🏾👏🏾👏🏾
Does anyone know a good (reliable and proven) supercharger/exhaust combo for a 2013 Jetta SE 2.5 5 cyl?
Who race from a dead stop at 0 rpm or a roll in 5th gear at 1000 rpm. These idiots never heard of launch control, brake boost, rolling anti lag or going from a 2nd gear at 5000 rpm. Also, that city driving toque isn't racing. Turbo ftw.
Thanks for educating us here about this subject man..! Is never too late for us to learn something new..😉
Turbochargers destroy oil, oil is the lifeblood of a combustion engine, enough said!!! Superchargers run cool therefore your twenty foot long timing chain might last for 50k miles. 😵
Stop it. Just change the engine oil frequently if someone is that concerned about the oil.
One must also cool down by idling before shutdown
you wear your name well dude... wow!
Vote for the turbos 😁
Is there a reason Audi and Benz both ditched superchargers for turbos? I assume efficiency.
I’m pretty sure Audi still uses Superchargers for their 3.0t engines
I remember suck, squish, bang, blow from Sport Compact Car article back in the day.
What about a hybrid of both of those, belt driven centrifugal unit, such as procharger?
Still is better than a traditional turbo
Let me sit in the middle cause i have a vw golf 5 gt turbo*charged (this car is mostly European as i know but i haven't seen anything in US drop it down if you have. 1.4 tsi twincharged engine 170bhp) it still amaze me how it works and sounds especially the supercharger it sounds amazing 🔈🔉🔊👌🏼
In my country mk6 jettas come with the 1.4tsi twincharged engines.
After 1 year, this video is still giving nice information. Thanks man 👍
I've always been a huge proponent of a supercharger, and the sound, especially in a S4 w/ dual pulley and cai, is amazing. In saying that, I own a turbo 5cyl Volvo and I'm absolutely enamoured with turbos now! Honestly could not give an answer to the question of super or turbo, they're both so goddamn wicked!
The way the turbo pulls from spool to top end with that whistle is great. Plus being able to have the ability to adjust boost with a switch is so good.
The instant off the mark hit of the supercharger is great. The noise is sexy. Swapping pulleys and belts to hit a boost target only for it to hit it at a certain RPM, before and after being low, is a touch annoying. The fix is obviously undersizing the pulley and running a bypass valve as a boost controller.
My attainable dream car is the supercharged Mercedes E55 AMG, I love the sound of the car
U forget about poor filters after oil is being fried in red hot turbo xDD
And turbo engine can be gas savers if you drive them normally. Just wanted to throw that out there
NAH N/A ENGINE IS THE BEST
(THE BEST RELIABILITY)
I'M JUST MESSING THINGS UP IN THE INTERNET LOL
And turbos block exhaust free movement out of the exhaust system so just like a supercharger they also rob engine power
Superchargers rob MORE power as engine revs increase. Turbos rob power under the curve, but even then it's not going to be as much as that belt drive. A properly setup turbo exhaust system will have 0 back pressure because the turbo is the restriction, will need less mufflers as the turbo breaks up the noise and the exhaust housing will be big enough that it will flow the horsepower you're chasing. It's like saying a waterwheel restricts a river.
No one seems to focus on the fact that turbos block exhaust. Same way a blocked catalytic can rob power so does a turbo.
Superchargers arent even remotely more complicated to put on a car. Turbo takes much more plumbing, oiling, down piped ect ect. Supercharger bolts on, wrap a belt and have fun. Obviously a little more complicated lol, but you get the picture. Ive done both
another difference is in NA and Supercharged engines the hottest the engine oil gets is around ~200°C while in a Turbo engine the engine oil can get to 400°C as it cools the exhaust gas driven
turbo. So all things being equal surely the Supercharged engine oil would be cleaner and less stressed over the oil change interval period.
Coming from a 8 valve G60 to a 20 valve 225hp 1.8t with the same displacement size engine in the same car ,its wayyyy more fun with a turbo. been on both sides of the fence, turbo for me. was cheaper and more reliable too
Spinny wheels vs twisty shafts!
To end this debate we need to boost the same exact car and dyno/drag strip them both.
Doesn't mean anything if one is just faster need to track it hard for while see how heating up and changes in rpm and throttle effect the result.
Mighty Car Mods have done it, 2 identical miatas, 1 turbo 1 supercharger, check video it's very nice, they did alot of tests it's really a nice video
@@tusunakitsnay link plzzzz😭
The first time I've ever heard turbochargers are easiest to install LOL
inr
i want a silent car not a electric generator.. ❤️ Turbocharger 👍
Ask the McLaren 720s if a Supercharger is better
Power for power and torque for torque, say the advanges and disadvantages, from a mild to a extreme. But keep in mind any harm it could cause towards the engine. (Next video!!!?)
Supercharger advantage. Reaches peak torque faster. Disadvantage. Low end torque is harder on engines and drivelines than high end torque.
Turbocharger advantage. Better efficiency and peak torque. Torque can be dialled to maintain or change a torque curve. Easily adjusted. Cheap to intercool. Disadvantage. Lag.
Im Guilty on the late night browser search
S5 450HP + 595 NM of instant compressor power😎 supercharges all the way!
S5's are slow af....what are you talkin abt....put an 'R' in front of the 'S' and now you're talking about something worthy of mentioning, but S5? come on, wake up.
@@farmanshaikh6405 This is a bit of a childish reaction, but I guess this is the internet so manners don't count.
I rather had an RS but to be honest I couldn't afford one. I do about 3.8 sec to 100km/ph with my S5 which is really fast for me 😊.
If you're car is faster, good for you👍
@@farmanshaikh6405 what you smoking the s5 v6 with 500 hp stage 2+ is brutal I have one I beat rs m everything
In Australia we have the locally made Ford "Barra" inline six 4 liter with a factory turbo and no discernible lag with the factory turbo. The long stroke 4 liter 4-valve engine makes excellent torque from low revs which helps. There are some heavily modified Barra engines making over 2,000HP at the wheels. We also have the Holden, GM in Australia, Commodore which was exported to the USA as the Chevy SS running the LS3 V8 and a number of supercharger kits are available with efficient twin screw superchargers from the Magnuson 2300 to the Whipple based 2900. Best of both worlds really.
The only problem is that both were discontinued in 2017 but there are plenty available used.
Or get a car with both, polo 6r gti🔥
Miguel Bertoni compound charging whilst complicated ; is sick!!
One isn't better than the other really. Depending on the application, combination, budget, etc will determine which will be the best for that particular setup.
Finally some common sense
Superchargers are so much fun
Are superchargers okay for towing? I overheated a Vortech V3Si while towing a load the car could have handled without the supercharger... I'm looking for a twin screw supercharger for the lower end torque, but I am worried about the self-contained oil overheating in the same way.. what do you recommend?
Turbo le rope el kulo al super charger simple
"While these sound like your late night internet history search." I m actually doing that. What I have learned that supercharger need more maintenance than turbo unless you put trash can and colder or fan. Turbo makes more power but supercharger you hit gas and go. Turbo you hit gas and wait. Everytime i hear sound on both of them at night, music playing in my ears, the sound of supercharrger makes me wanting supercharger in my car.
If you buy the car and someone else will be your mechanic, it doesn't matter. If you are the one unbolting the nuts, go with the supercharger.
There's no replacement for displacement.
A supercharger or turbo charger kills that statement. Unless you add one to a larger displacement engine.
You sounded like you were about to cry when you said turbocharger in the beginning.
Late night internet search got me so bad 🤣🤣🤣🤣🤣🤣
I love the supercharger on my audi s4. I don't have to worry about heat soak and running my car after driving.
The instant power and response of the supercharger makes me prefer it over the turbo charger even knowing the disadvantage of it.
This is why I want one I have my GTI for my turbo fun but I want an S4 for that instant torque and blower whine
@@elihere1242 agreed.
@@Ethan007Hacks the engine just feels so much like a bigger V8 with the supercharger on it. I had a mazdaspeed6 prior to this and the turbo boost was apparent. And if I was sitting in hot traffic, I'd give it gas and it felt dead. The exact opposite with the supercharger.
@Samad Allah incorrect statement superchargers does heatsoak check your intake temps when running hard. I have a icetank in my srt6 to keep my intake temp around 40 degrees
I have both . A supercharger C200 163 Hp with a Turbocharged Focus 182 HP. The Focus is much faster , on the straight and on the twisty mountain roads, no match for the C200. but, the FLOW of the supercharger and the feeling of it, and even the sound, it,s no match for an turbo engine. shame they will not produce them enymore.
How do you say supercharger robs horsepower and leave it at that a supercharger will add 50% of your original cars horsepower so I'm not understanding. You made it seem like there was no advantage
Love the video. U got straight to the point and explained good ! 👍🏻
See that sounds backwards turbos are more complicated to put on caused because you have to change the intake system the exhaust system and much more. Compared to just putting a supercharger on and hooking it up to your Crank
Is it possible to have both? I am just wondering I love the sounds of the turbo yet a supercharger has instant power. "Some choices are just to hard." - Vsause probably
Supra : stu tu tu tu stu tu tu tu....
I love seeing all the butthurt supercharger fans try and justify their opinions. A real tuner will tell you off the bat that a turbo is better. Complaining about lag? No problem, thats why you get staggered turbo setups. Both in production and aftermarket. K tnx bye.
mate i,v had both ,supra single turbo 2jz and a
harrop blown gto which in aussie land is a monaro . for every day street use and off the throttle torque i"ll go the top mount harrop any day. cheers from AUSSIE LAND!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Onlyyy Tuuuuuuuuuurbooooooo
TURBO IS BEST!
Turbo is better
Turbo is best!
lol
no
There's too much to cover in this video on which is best. It's really going to come down to which engine, what driving style and personal preference. Turbos can create heat soak issues to where they can literally melt engine bay components if not properly shielded. If you're going non turbo to turbo Cam selection, valve springs okay a big role in your success. Higher intake temps, higher cooling temps and boost means fuel will need to be better than pump grade most times requiring at the least methanol injection to avoid detonation due to non turbo engine compression ratios being higher than turbo ratios.
The turbo is easier to turn up the boost but that may not mean much if the turbo is ran outside of it's efficiency range. This video says turbos are more efficient but not if your turbo isn't sized properly for what you're using it for. Running an over sized turbo on a street car can mean to much lag and a smaller turbo on a race engine meaning quick to engage with less lag but then a flattened off sense of acceleration. There have been a lot of advancements in turbo tech and they've come a long way and turbo will always have a special place in my heart but it's not always best for what you're needing.
Yes some** super chargers are instant power when you press the pedal down at any engine speed but that's not the case for all types. Centrifugal blowers build boost in a linear fashion and most are sold as kits which usually build low boost levels above idle and creep up with the engine speed. Twin screw blowers with bypass valves and liquid intercooling are about the best you can get for all around driving/road racing conditions as they build boost by over powering engine demands instantly. Liquid cooled intercoolers are pretty damn good at keeping intake temps cooler. Usually these can be used with stock cam configurations though blower cams can pick up extra power. A centrifugal is good for highway pulls, drag racing etc, twin screw like a Whipple is good for road race, racing and driveability. But be warned you can see what more power off the line than stock and can break drive line parts quickly. Turbo is good for street and race applications. With a properly sized turbo, properly built engine and a boost controller that is reliable you can steet drive, drag race and road race the same car successfully. There are many factors to consider with turbos and most of it comes down to desired goals. You can get really lost in the weeds if you start looking into twin charging or compound turbo systems. My advice look at what you want to do pick which fits best and keep it simple but build for reliability
I’ve owned 5 turbocharged cars (3 Mk7 VW GTIs, a MINI Cooper S R56 LCI, and a Honda Accord 2.0T Touring). 2 supercharged cars: a Land Rover LR4 3.0L SCV6 and an Audi Q5 3.0T. Then I’ve had two naturally aspirated cars: a Land Rover LR4 with the 5.0L N/A V8 and a Honda Civic Si with Honda’s old glorious K20Z3 engine which would scream to its 8300rpm redline. VTEC BABY! I’ve also had an EV, a Tesla Model 3 Performance.
By far the WORST engine in any of the cars I’ve owned is JLR’s 3.0L Supercharged V6. It was supposed to be a more fuel efficient replacement for the 5.0L N/A V8. In conjunction with a new transmission (ZF 8HP70) Land Rover promised better fuel economy, lower emissions and similar performance characteristics. Well, I can tell you JLR sure didn’t keep any of those promises.
The first thing you notice with that engine was that it was loud (not exhaust noise, just mechanical noise from injectors, belts, etc.), gruff and idled like a 50 year old 2-stroke diesel. Depending on whether you had the A/C on or not, it liked to idle around 600rpm, but it would often stumble below 600rpm causing the engine to really shake and vibrate the entire vehicle. It did this since new and I’ve experienced the same thing in other LR4s with this engine. Once you were out on the road it felt rather gutless lugging around 3 tons of SUV with the aerodynamics of a brick. If you floored it the performance was adequate, at best, but it never felt like enough. The old 5.0L V8 was so much better matched to the LR4. It was smooth and refined, sounded amazing, pulled hard from idle to redline and was no less efficient than the V6, even though it was over 50% larger displacement and offered 35HP and 43lb-ft more power. It ran about 1800RPM at 70mph vs. the V6 spinning around 2000rpm, even with two extra gear ratios...
Fuel efficiency was actually worse in the V6 when towing a trailer than the 5.0L V8 and ZF 6HP28 transmission. The 3.0L SCV6 was substantially slower accelerating than the old V8 LR4, required frequent downshifts to maintain speed up grades, and the engine always sounded like it was straining. Off road it couldn’t match the plateau of torque the V8 had offered basically at idle. Instead you had to cautiously modulate the throttle to get enough power to go but not too much to be jerky. It’s “eco stop/start” system rattled and jerked back to life with the grace of a 12 year old learning to drive a stick. They also have a problem with the supercharger design. While it shares the same supercharger as the Audi EA837, an Eaton TVS1320, the JLR units for some reason need to have the supercharger snouts rebuilt every 30-60,000 miles because of the supercharger isolator coupler going back leading to a constant sound reminiscent off a slack timing chain. Add in the fact it was sharing its engine block casting with the 5.0L V8, just with two blanked off cylinders and smaller bores and you get a heavy monstrosity of an engine that under delivers everything you’d expect in a luxury powerplant.
My experience with Audi’s 3.0L Supercharged V6 is night and day different. The Audi shares a 90° Vee-angle, 3.0L displacement, same Eaton TVS supercharger and is available in a variety of power outputs like JLR’s 3.0L engine, but it feels night and day better in every way. The Audi V6 is smooth and refined, it doesn’t idle rough, it feels reasonably torquey at low revs and it is quite efficient. If you could place the two engines in the same vehicle and drive them back to back, you’d never guess they were so similar in so many ways.
I’d venture to say I prefer turbochargers to superchargers because they typically allow you so much potential to increase power through software tuning. Modern turbos are also quite reliable and more compact than a supercharger. Superchargers require belts be replaced and as seen on JLR’s application of the TVS1320 certain parts seem to wear out quite easily that require $500-750 repairs. Turbos can also have their problems but I personally haven’t had any issues with the turbochargers on my previous vehicles. Pretty soon though, it will likely be a moot point whether you prefer turbos or Superchargers because outside of limited production muscle cars and muscle-SUVs/trucks from Ford, GM and FCA there are few supercharged engines left. JLR has ditched their old 3.0L SCV6 in favor of a new turbo/e-supercharged Inline-6, but they’ve decided to keep their 5.0L SCV8 in production. It puts up decent specs, but in reality it can’t match the thrust of BMW/Audi/Mercedes’ turbocharged V8s. Outside of that, no other supercharged engines are available from European or Asian brands. Audi has now replaced the Supercharged 3.0L V6 with the newer turbocharged 3.0L V6 in the S4/S5/A6/A7/A8/SQ5/Q7/Q8. Weirdly, the Q7’s fuel economy ratings dropped quite substantially with the new engine.
Is the supercharged engine in Kawasaki ninja h2r and the supercharger mentioned here are the same
Code forbidden AE styles (AE 8 parts) in automobile market know as bad automobiles and bad motorcycles thus. Uneducation Automotive Engineering group class brilliant have invent these ones for for their feeling without knowledge.
1. Wider rear track than front track bodyworks | The lowest traction 0.7g, extreme tail flick, extreme slide, 1-5 km/l, below 1 km/l by Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
2. Front track as same dimension as rear track bodyworks | The medium traction 0.85g, tail flick, slide, 1-5 km/l, below 1 km/l by Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
3. Wider front track than rear track bodyworks in below 10 mm | The medium traction 0.85g, tail flick, slide, 1-5 km/l, below 1 km/l by Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
4. Wider front track than rear track bodyworks in 10 mms | The medium traction 0.9g, tail flick, slide, 1-5 km/l, below 1 km/l by Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
5. Without rear fog lamp | No one can see the front vehicle in fog, risk damage, 1-5 km/l, below 1 km/l by test maximum over 20,000-150,000 rpm, Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
6. 1-4 turbo intercooler petrol engines | Easy damage parts, 1-5 km/l, below 1 km/l by test maximum over 20,000-150,000 rpm, Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
7. CVT | Easy damage parts, 1-5 km/l, below 1 km/l by test maximum over 20,000-150,000 rpm, Formula one speed 160-250 km/hour, over 250 km/hour on all circuits.
8. Wider rear parts than front parts bodyworks | the lowest traction 0.7g, extreme tail flick, extreme slide, below 1 km/l by all speed on all circuits.
This record information come from all brands and all socials who can't pass Europe test performance standard bases all in automobile market. It mean no one pass Europe test performance standard base in automobile market. Code forbidden AE styles group in automobile market are criminals class brilliant terrorists, mutant terrorists and their status prisoners level death clans. These ones effect EV, hybrid.
From
All brands and all socials databases
End report. All customers ban bought these ones by their word said the worst products.
Modern day cars with modern day turbo chargers don't have turbo lag such as my Alfa Mito QV
What about twincharged systems use both supercharger and turbocharger! Although more rare on cars, probably much more expensive....
In a perfect world it would be the best. Instant torque with the SC while the TC builds boost an when the SC peaks the TC come in an catapults u into orbit but..... the complexity of it hasn't been mastered yet an most twincharged cars I've seen seem to fight against instead of working together
@@magnificent10304 The issue is that the SC compounds the TC boost. If you want 20 PSI You either have to A. bypass the SC or B. run the SC at 6PSI and the TC's boost is controlled so the total boost seen at the manifold is 20PSI. The second way is easier but as boost increases the SC works harder creating MORE loss and MORE HEAT. The first way is MUCH more complicated but has the better end result and can have the TC charge brought through an intercooler. Of course you can run a W2A intercooler under the blower but the best way would be an A2A spacer with a 1 way valve to the turbo so it opens when the TC makes more boost than the SC and they are BOTH going through an intercooler.
I have a supercharger and I've thought about it allot lol. I also have a turbo sedan and it's NUTS when it comes on but drives like a stock car before 3K RPM so there's that...
Parasitic loss is just old lie that sounds bad turbos are dirt cheap to make
To prove it Dyno your stock engine keep on dyno pipe boost acrossed to other dynoed car
to simulate Drag of engine and have second car turning over rollers on dyno
The fist car will loose 50 horse per 25 ponds of boost
for 50 psi to push in 1 direction
it has to have equal force on other side
pure physics
The Roots is actually easier to turn under boost mostly because its only trying to make 5-7 psi on 1 to 1 ratio
where as a screw has to do 4 revolutions to get air from 1 end to other
roots 1 rev poof 5 psi
Screws are cool but are way short winded compared to roots
another words if you had engine that spun 12,000 rpm double your horse power
Roots just keep pushing until engine blows or head gasket gives lol
last race I had big double turbo out pulled me barely
Till He Shifted Gears Then He was watching my Tail Lights the rest of way
I asked how much boost he was running he said 60 pounds
I was running the 1 percent wheel 5-7 pounds boost there is a 8-10 and
10 - 12 wheel lol 5 pound wheel running coolest Charge
What no one tells you is stock 350 Roots Super Charger 5-7 psi 350 horse at wheels
will kick the shi t out of 55o horse at wheels 350 natural aspirated
Through Rpms just like Nitros 200 shot= 50 psi turbo
Dyno racing Wild engine and turbo and nitrous beat up Roots You hit Track
under car load Roots Rub There noses in it
invite 65pound boost twin turbo to 500 mile Baha Race vs Roots Blower
10 miles into race turbo be melted or popped Roots will be in Winners Circle at End.....
1-4 turbo intercooler petrol engines all and 1-4 turbocharger intercooler petrol engines hybrid all with disadvantages by all socials
1. Easy damage parts by petrol high temperatures after turbo boost can spark knock combustion.
2. Easy damage and Fuel consumption 20-100 l/100km, over 100 l/100km by test engine strength maximum over 20,000-150,000 rpm and F1 speed 160-250 km/hour over 250 km/hour on all circuits.
3. Level over 100,000 euros for repairing parts with supplies.
4. All kind turbo intercooler have been invented for commonrail diesel engines.
From
All brands databases
Suck, bang, squeeze, blow?? It’s actually Intake, compression, combustion, exhaust
Should have mentioned the effects on engine lifespan of a turbo vs a super.
I avoid turbos because I don't want to replace a worn out engine every 100,000 miles, the back pressure kills.
Just makes sense when you're trying to force more air in but creating back pressure from exhaust restrictions that it would create excessive wear on the engine.
you need to stop theory and go for practice dude...
But supercharged engines have to work harder to achieve the same power making it harder on the engine components.
i will say this... if you know how to stage your motor.. there is no lag...
Now here’s the real question...what is more reliable for the long run?
It's always a tradeoff.
Superchargers can be geared to help more on low end grunt, supers have to aim more for mid-to-high end power.
2:57 that does not sound right: turbo easier to retrofit onto an engine. The turbo has lots of ducting that needs to be fit into the engine bay, and requires more engineering / calibration of parts to make it work well.
A SC on the other-hand is a compact unit that fits into the space that formerly held the intake manifold. The inter-cooler plumbing is a couple of smallish water lines which is more compact and easier to route.
Seems to me, the two main differences to consider are:
-turbo has slightly less parasitic load when compared to a modern twin-screw SC.
-SC naturally has zero lag / better throttle response. Turbo-lag can be greatly reduced, but takes some thought and tinkering.
The turbo seems to get the advantage when you are doing a big run of cars, while SC seems to have the advantage for individual upgrades.
I run a k06 hybrid turbocharger and it kicks between 1.5k and 2k revs so I dont really get turbo lag from my 2.0ltr
i had a 6 inliner BMW 325 TDS 2.5L diesel and it was kicking right away at 1500rpm. red zone at 5k.