TT or S/c which do you like better?
11-20-2010, 10:59 AM
#21
But your saying it is posible. LOL^^^^^^^
TT over SC for street and drag when it comes to roadcourse NA all the way unless you are just playing around.
The fact is a SC setup is much cheaper, so your question is just a hard one to answer. Then front mounted TT setups have this never ending underhood heat issue creeping up. This seems to be a ongoing problem unless someone has a fix? I hate every aftermarket hood available for the C6 and that seems to be the only thing that is helping lower temps, so that would kill any front mount TT kit for me.
TT over SC for street and drag when it comes to roadcourse NA all the way unless you are just playing around.
The fact is a SC setup is much cheaper, so your question is just a hard one to answer. Then front mounted TT setups have this never ending underhood heat issue creeping up. This seems to be a ongoing problem unless someone has a fix? I hate every aftermarket hood available for the C6 and that seems to be the only thing that is helping lower temps, so that would kill any front mount TT kit for me.
11-20-2010, 01:57 PM
#22
Former Vendor
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St. Jude Donor '10-'11-'12
Lots great of great info in here guys, thank you.. your all providing some really good information and it will help a lot of people I feel.
My personal preference is the tt for the lack of strain on the crank and the silence and free power and the ability to ultimately make more power easier I think. The s/c is by far the easier and cheaper kit for sure, which bums me as I would like to offer a competitive TT kit (I'm sure there are others who feel the same way)
I guess the next question and I suppose really ties to application is more linear power better for all around use ?
My personal preference is the tt for the lack of strain on the crank and the silence and free power and the ability to ultimately make more power easier I think. The s/c is by far the easier and cheaper kit for sure, which bums me as I would like to offer a competitive TT kit (I'm sure there are others who feel the same way)
I guess the next question and I suppose really ties to application is more linear power better for all around use ?
Last edited by 99blancoss; 11-20-2010 at 02:03 PM.
11-20-2010, 02:08 PM
#23
Le Mans Master
In theory it would be what does it matter? Really, either route will produce more power than any roadcourse tire could ever handle, will produce more power than what any non DR tire could handle, and both will run 8's/9's given the right set up.
It comes down to what you like and ultimately for most of us how much $$$$ we/you are willing to spend....unlimited pocket book TT all day long.
It's much better to say these are my goals and then work towards a solution than just using hypotheticals good luck in your quest.
It comes down to what you like and ultimately for most of us how much $$$$ we/you are willing to spend....unlimited pocket book TT all day long.
It's much better to say these are my goals and then work towards a solution than just using hypotheticals good luck in your quest.
Last edited by Jasil; 11-20-2010 at 02:24 PM.
11-22-2010, 10:45 PM
#24
Drifting
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I vote TT and I have experienced both. I am currently running a Vortech Ysi and a forged 402 but I used to have the STS TT setup and I miss it so much. Belt issues, having to buy supporting crap like a flip drive at close to 800 bucks and no adjustability of boost other than changing a pulley. No traction in first, second and some of 3rd. My TT at 14 lbs of boost would eat me alive with my 20 lbs I have now.....simply traction limited.
11-23-2010, 06:25 AM
#25
Melting Slicks
I vote TT and I have experienced both. I am currently running a Vortech Ysi and a forged 402 but I used to have the STS TT setup and I miss it so much. Belt issues, having to buy supporting crap like a flip drive at close to 800 bucks and no adjustability of boost other than changing a pulley. No traction in first, second and some of 3rd. My TT at 14 lbs of boost would eat me alive with my 20 lbs I have now.....simply traction limited.
I'd say on Corvettes a huge percentage more are supercharged over turbo. That doesn't mean it's better, but knowledge and support will be easier to find. If you don't want any maintenance, get heads and cam.
11-23-2010, 08:38 AM
#27
Le Mans Master
11-23-2010, 10:04 AM
#28
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Lots great of great info in here guys, thank you.. your all providing some really good information and it will help a lot of people I feel.
My personal preference is the tt for the lack of strain on the crank and the silence and free power and the ability to ultimately make more power easier I think. The s/c is by far the easier and cheaper kit for sure, which bums me as I would like to offer a competitive TT kit (I'm sure there are others who feel the same way)
I guess the next question and I suppose really ties to application is more linear power better for all around use ?
My personal preference is the tt for the lack of strain on the crank and the silence and free power and the ability to ultimately make more power easier I think. The s/c is by far the easier and cheaper kit for sure, which bums me as I would like to offer a competitive TT kit (I'm sure there are others who feel the same way)
I guess the next question and I suppose really ties to application is more linear power better for all around use ?
A good close coupled turbo will have a backpressure to boost ratio of 1.6:1, but typically it is 2:1. So as an example (with 2:1) if you make 10 PSI of boost you'll have 20 PSI backpressure in exhaust manifold.
Good close coupled (close to exhaust port) turbo will be more efficient then crank coupled supercharger, but no free ride. How much more efficient depends on layout.
Mike
11-28-2010, 03:05 PM
#32
Melting Slicks
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Too many variables to give a clear cut answer, but the generally accepted number is 40% of the power it takes to drive a supercharger. So if it takes 100 hp to drive a supercharger (lets say centri) then you could expect 40 hp for similar mass flow and boost (lower boost on turbo because it doesn't have to make up 60 hp).
The caveat here is it's more difficult to package turbo(s) on C5/6 so efficiency can be down a bit (lower heat and exhaust pulse energy) or allot with system like STS.
I'm sure most know with turbo turbines it's about heat and exhaust pulse energy (the impulse) that will dictate baskpressure to boost ratio, but correct sizing/matching has to be good too.
Mike
The caveat here is it's more difficult to package turbo(s) on C5/6 so efficiency can be down a bit (lower heat and exhaust pulse energy) or allot with system like STS.
I'm sure most know with turbo turbines it's about heat and exhaust pulse energy (the impulse) that will dictate baskpressure to boost ratio, but correct sizing/matching has to be good too.
Mike
