Vortech?
March-14th-2002, 07:04 AM
#16
Jedi Master Yoda
Join Date: Jan 2002
Location: Asheville NC
Posts: 528
Im sure its a typo, but i believe you mean..."youre high end will suck compared to a turbo."
SUPERCHARGER
March-14th-2002, 12:19 PM
#18
Patriotic Protege5
Join Date: Dec 2001
Location: Hampton, VA
Posts: 908
why hasn't anybody brought up twin charged? ie: super charger till about 3K RPM (ROOTS type) and Turbo for anything above that? I have read quite a few articles about this lately and other than it being extremely complicated to setup I would think this would be a good option. Then again you could make an awesome turbo setup that would spool really fast and you may be just as happy....
March-14th-2002, 12:39 PM
#19
P.A.C.T / P.A.APC Member
Join Date: Nov 2001
Location: Smyrna, GA
Posts: 269
"...make an awesome turbo setup that would spool really fast..."
Chrysler used a variable nozzle turbo back in 1990 on a few cars to accomplish just that. There were a set of vanes inside the exhaust housing that would increase exhaust velocity against the impeller at low RPMS and open up for better flow at higher RPMS. The theory worked and worked well in the car when everything functioned properly. But the turbo itself was not the most reliable. It showed peak torque at just over 2200rpms and very quick boost. Garrett is experimenting with this again and may already have some on he market to use. I also think VW is using a similar setup in their 1.8 turbo cars. This technology really improves turbo response time and is something I will keep my eye on.
(edit)
Actually they do make them already. Take a look at the Garrett GT series. Specifically the GT25 which looks almost perfect for our application. They are ball bearing turbos and the variable nozzle technology. Not sure how it will be controlled though. Probably via vacuum diaphragm. I think I know where my setup is going....
Chrysler used a variable nozzle turbo back in 1990 on a few cars to accomplish just that. There were a set of vanes inside the exhaust housing that would increase exhaust velocity against the impeller at low RPMS and open up for better flow at higher RPMS. The theory worked and worked well in the car when everything functioned properly. But the turbo itself was not the most reliable. It showed peak torque at just over 2200rpms and very quick boost. Garrett is experimenting with this again and may already have some on he market to use. I also think VW is using a similar setup in their 1.8 turbo cars. This technology really improves turbo response time and is something I will keep my eye on.
(edit)
Actually they do make them already. Take a look at the Garrett GT series. Specifically the GT25 which looks almost perfect for our application. They are ball bearing turbos and the variable nozzle technology. Not sure how it will be controlled though. Probably via vacuum diaphragm. I think I know where my setup is going....
Last edited by rodslinger; March-14th-2002 at 01:09 PM.
March-16th-2002, 01:37 AM
#20
Protege Enthusiast
Join Date: Jan 2002
Location: Atlanta, Georgia
Posts: 154
I've always been one who opts for around a 50hp increase from a turbo on a 4-cyl because, if the engine isnt made of glass, it wil be reliable-almost like stock!
I've driven a VW w/ the 1.8 20V turbo motor and all i can say is-WOW!! the low-end grunt is nice and starts really really low int he rpm range.
I've driven a VW w/ the 1.8 20V turbo motor and all i can say is-WOW!! the low-end grunt is nice and starts really really low int he rpm range.
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