Best SC/Turbo kit for AT?

[new2subaru]

Originally Posted by PhyrraM

I took it as racing, or supporting racers who use, their own product.

Maybe. Mike?

[BirdTRD]

Originally Posted by SUB-FT86

http://www.ft86speedfactory.com/edel...l#.Wv4WK38krIU

That's their shipping weight, packaging and all. There's also a bunch of parts get removed during the install which makes the NET added weight between 60 and 70 lbs (without pulling an @Anthony and weighing every nut and bolt).

[Irace86.2.0]

Originally Posted by BirdTRD

That's their shipping weight, packaging and all. There's also a bunch of parts get removed during the install which makes the NET added weight between 60 and 70 lbs (without pulling an @Anthony and weighing every nut and bolt).

Maybe ill weigh my kit tonight since it isn’t installed. My wife is making some bomb ass dinner so maybe not too.

[Grady]

Originally Posted by 15limited

Well, because generally when people are looking for a bolt on kit they are more concerned with power and reliability. You can also compare you argument to power delivery, low end TQ twin screw known for manageable IAT vs. a lava hot laggy turbo.

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Superchargers and turbochargers are both great in my opinion. Superchargers are easier to install however they are not simpler or more reliable. In fact a turbo is simpler in operation. It only has 1 moving part(assembly) for boost. A supercharger has gearing, belt, compressor, seperate oil system(except the Vortec I beleive). Then a lot of them add water pump, and more coolant. It is hard to find boost curves for comparison but I can tell you my simple stock AVO kit with stock size exhaust does not have much lag. This data is from my last log tuning out the Delicious boost controller. 3rd gear pull
2k rpm punch is at .01 bar basically 0psi
.8 seconds later 2.5K rpm 1.3psi
.8 seconds later 3k rpm 3.5psi
.8 seconds later 3.5k rpm 5.8psi
.7 seconds later 4K rpm 8.4psi
.5 seconds later 3.9k rpm 10psi

I had a difficult decision when boosting my car. Both had advantages disadvantages. I leaned toward the more reliable system and went turbo.

Both systems if properly installed the one with less moving parts will be more reliable. I will stick with my hot laggy turbo!

[CSG Mike]

My GReddy builds boost quickly enough that quick blips for heel-toe downshifts build boost. I can have full boost before 3000 rpms regardless of conditions. Unfortunately an inertial dyno will not be able to show this, as loaded driving conditions and dynos are not quite the same.

[CSG Mike]

Edelbrock dyno



2017 BRZ, Standard pulley, delicious tune, stock header, stock fp, CSG Touring 86 exhaust, Delicious FF kit.

low line = 91

high line = e70

[CSG Mike]

GReddy dyno



2017 BRZ, GReddy T518Z turbo, CSG ceramic, stock header, stock exhaust, Delicious FF kit, Delicious boost controller.

Green line = wastegate 91 (5.5 psi at peak power)

Pink line = wastegate E70 (5.5 psi at peak power)

Orange line = high boost E70 (10.5 psi at peak power)

[CSG Mike]

Originally Posted by SUB-FT86

I don't understand why anybody buys the Edelbrock SC when they weigh around 115-130 lbs. You're literally adding a much more horrible F/R balance to the car plus that thing sits on top of the engine which I would imagine would raise the CoG higher. My turbo kit was around 50 lbs but you also have to take away the stock header and all the intake plastics so I guess I added 25-32 lbs at best.

Shipping weight =/= installed weight.

Also, even the complete box is not 115 lbs. I can move one around by myself fairly easily, and I'm not exactly a big guy.

[CSG Mike]

Much cooler video of the GReddy turbo in action, than what I can do.

[ame]https://www.youtube.com/watch?v=HeMJugzbDU4[/ame]

The GReddy car in Japan still uses a FA20 and a turbo kit; the USDM drift car currently has a 2JZ.

[SUB-FT86]

Originally Posted by BirdTRD

That's their shipping weight, packaging and all. There's also a bunch of parts get removed during the install which makes the NET added weight between 60 and 70 lbs (without pulling an @Anthony and weighing every nut and bolt).

But did you weigh it?

[Irace86.2.0]

Originally Posted by BirdTRD

That's their shipping weight, packaging and all. There's also a bunch of parts get removed during the install which makes the NET added weight between 60 and 70 lbs (without pulling an @Anthony and weighing every nut and bolt).

Originally Posted by SUB-FT86

But did you weigh it?

So my SC is a Harrop unit, so it should be similar to the Edelbrock:

Manifold + SC = 46.2 lbs
Radiator = 4.8 lbs
Misc = 10.8 lbs
----------------------------
Total = 61.8 lbs

Things to note:

--The weight above does not include coolant, so the total would be higher.
--The weight above does include items that replace other items like the air filter, the posterior of the air box, the manifold, etc, so the total would be lower.
--The weight above doesn't consider other deletes like the sound tube, so the total weight would be lower.

Conclusion and Comments:

The weight is far from 120-140lbs, but it is probably more than a turbo kit and would raise the COG slightly (the Harrop SC clears several strut tower braces). On another note, a turbo adds more weight in front of the wheels than these superchargers. Also, the total weight could be corrected for with a light weight battery, some aluminum centered rotors and forged calipers when doing a BBK, spare tire removal, etc. if someone was worried about the extra weight.

[Matt@Cosworth]

Our kit is about 31Kg

so 68lbs if thats any help

but as Irace says you also get a bit back from removing the existing inlet ( 2kg?)

to be honest this is a 1200kg car so 31 kg is only 2.5% in mass change

you'd do well to notice that compared to the extra 80-100bhp you'll get with it

[SUB-FT86]

That's still too much weight for my liking plus the CoG issue on a car that Toyota touted so much about. I'd rather gain 20+ lbs without stacking that weight high because it came with 140hp/140tq.

[15limited]

Originally Posted by Grady

Superchargers and turbochargers are both great in my opinion. Superchargers are easier to install however they are not simpler or more reliable. In fact a turbo is simpler in operation. It only has 1 moving part(assembly) for boost. A supercharger has gearing, belt, compressor, seperate oil system(except the Vortec I beleive). Then a lot of them add water pump, and more coolant. It is hard to find boost curves for comparison but I can tell you my simple stock AVO kit with stock size exhaust does not have much lag. This data is from my last log tuning out the Delicious boost controller. 3rd gear pull
2k rpm punch is at .01 bar basically 0psi
.8 seconds later 2.5K rpm 1.3psi
.8 seconds later 3k rpm 3.5psi
.8 seconds later 3.5k rpm 5.8psi
.7 seconds later 4K rpm 8.4psi
.5 seconds later 3.9k rpm 10psi

I had a difficult decision when boosting my car. Both had advantages disadvantages. I leaned toward the more reliable system and went turbo.

Both systems if properly installed the one with less moving parts will be more reliable. I will stick with my hot laggy turbo!

Yes yes yes I understand all this, I was just exaggerating the generalised comparison sc vs. turboski the same way Sub86 or whoever compared the insurmountable, chassis balance destroying, weight of the edlebrock sc.


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