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3-the weight of each system and location of that weight differs, tho not that significant to most buyers, it does impact things like upgradeability significantly.
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-There is plenty of room under the hood even with this SC installed (confirmed by Bullet and early-on pictures of it installed).
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6-There are a few major issues why OEM installs are shying away from Roots type blowers. To the best of my knowledge there has never been a twin-screw unit used in an OEM application, it is not even considered as one of the competitive designs when you look at the oem marketplace for sports and super cars, money no object.
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-These are the 3 main types of FI
1. Turbo
2. Eaton Roots (PD)
3. Twin Screw (PD)
4. Centrifugal SC
-#1 and #2 are used extensively in OEM vehicles. #2 is seen in Trucks, performance versions of the Camaros, Mustangs, Corvettes, the Ford GT, Mercedes AMG versions, some super cars, celica GTS, lotus elise/exige S etc and the list goes on
-#3 (although similar to an Eaton Roots) and #4 are not seen on OEM vehicles.
-Centrifugals are not seen on OEM cars because of a few things. One is a high amount of wear at the bearings/blades. They are also loud (youtube it). Another is that
if you are going to use crankshaft power to spin a supercharger, might as well get boost (thus torque) in the low/mid rpm range rather than just in the high rpm range. It is about who the customer base is and what they want. 95% of OEM customers want to feel the sudden rush of a PD supercharger or a small turbo. Thus Eaton Roots (more efficient than a Twin Screw) is used.
For example, if toyota had a 200 hp scion FR-S and then released a more expensive and powerfully tuned Scion FR-S (FR-S type R), if this FR-SR had a centri sc, a lot of test drivers would say "what the hell? where is the extra power? they lied to me". Those of us who are more performance oriented and actually take cars to the track and understand what a full rev range is and where the power bands should be will notice the bump in power. This would be 5% of Toyota's customer base if that.
-Personally, I will have to wait and see the torque curve of this Twin screw before I make a decision, but I am leaning more towards a centrifugal myself. If this was an Eaton Roots TVS....then I would lean more towards that. Alas, it isn't.
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9- Factually speaking:The centrifugal unit is also an OEM unit just like the Eatons were for TRD back in the day. Toyota (TRD) have kicked Eaton to the sideline in 2004 favor of Vortech as their supplier for other systems/current applications. This is not solely cost driven. This means these centri's will be EPA approved. Vortech have cast TRDs name onto their units and designed kits for them in the past. This is public knowledge on the interweb, since 2005 btw.
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-This is wrong.
TRD made one centrifugal supercharger kit and that was for the TC. They discontinued it as it was a
complete failure of a kit. You can look it up. Here is an article that compares the SC vs. turbo vs. stock.
http://www.turbomagazine.com/feature...o/viewall.html
-Here is a quote for those who don't feel like reading the whole article:
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"While I am a huge TRD fan, I gotta say in this instance the supercharger kit is not the way to go if you want the biggest jump in power. The advantage of going the TRD route is that it is 50-state legal, warranty-compliant, and dealer installed. The downside is that it is a heck of a lot of money to spend for a forced-induction kit that feels almost stock afterward."
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Not mentioned in the article is that they were extremeley unreliable (sc known for failing). Believe me, I had a TC and was considering this route. See this link:
http://www.tcsuperchargers.com/
-They would have used an Eaton Roots sc but they had limitations with the engine bay. Straight from TRD's site:
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"TRD uses a Vortec centrifugal supercharger for the Scion tC. It was selected for two reasons: Restricted under-hood space and a difficult intake manifold location (it’s on the rear of the engine, close to the firewall). That made using an Eaton Roots-type supercharger impractical. The other consideration was the power band of the stock engine – by using a Vortec supercharger, TRD was able to develop a compact assembly that is easy to install and delivers a power increase that compliments the base engine’s existing torque curve."
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-They have not switched to Vortech.