-=SUPERVSTURBO=-

SUPERCHARGERS VS TURBOCHARGERS
	The job of both superchargers and turbochargers are to compress air and force more air molecules into the engine's combustion chambers. Forcing more air molecules into the combustion chambers allows your engine to burn more fuel per power stroke. This means that you convert more fuel into energy in turn increase horsepower and torque. Supercharged and turbocharged engines normally produce 40% to 100%+ more power than normally aspirated engines
	LET'S COMPARE Superchargers are mounted to the engine and driven by a pulley that is inline with the crank or accessory belt. Air is pulled into the supercharger and compressed by either an impeller (centrifugal-style supercharger), twin rotating screws (screw-type supercharger), or counter-rotating rotors (roots-type supercharger). The air is then forced into the engine's intake. Faster engine rpm spins the supercharger, faster the supercharger produces more boost (normally 6 to 9 psi for street). Usually peak operating speeds for a supercharger are around 15,000 rpm for screw-type and roots style superchargers and 40,000 rpm for centrifugal-style superchargers.
		Turbochargers operate in much the same way as a centrifugal supercharger, except they are not driven by pulleys or belts attached to the engine's crank. Turbochargers are mounted on the exhaust manifold and are driven by the exhaust gasses. The exhaust gas flows through one half of the turbocharger which spins the turbine. The turbine turns a shaft which drives the impeller compressing the air and forcing it into the combustion chambers. The faster the exhaust gases the more boost produced. Turbochargers boost can be controlled easier than superchargers due to adjustable waste gates. Average boost levels rage from 6-13 psi on factory aplications and operating speeds of a turbocharger are between 75,000 and 150,000 rpm.
	COST: Generally superchargers and turbochargers are approximately the same cost pending on engine size and availability. LAG: More lag is generated on the turbo units because the impeller must spool up before it can turn the compressor. On supercharged units there is no lag because it is connected directly to the crank. EFFICIENCY: The turbocharger prevails as more efficient using exhaust gasses that would otherwise be lost out the exhaust compared to a Supercharger which draws power from the crank. Although turbochargers are not free of inefficiency they do create additional exhaust backpressure and exhaust flow interruption. HEAT: Because the turbocharger is mounted to the exhaust manifold it generates excess heat creating a less dense air/fuel mixture. An intercooler can correct this by cooling the air charge prior to entering the engine. Superchargers generally don't create enough heat under 10 psi to require an intercooler although some roots-type superchargers benefit from one. SURGE: There is a large surge on turbochargers because they must spool up before delivering boost to the engine. The surge is caused when the waste gate opens which is usually hard on the vehicles drivetrain. Superchargers have no surge. BACK PRESSURE: Turbochargers cause substantial back pressure because the turbine is placed directly in the exhaust flow oppose to generating power from the crank. NOISE: Typically superchargers make more noise compare to turbochargers without exhaust and intake modifications.. RELIABILITY: Supercharges are generally the more reliable of the two. Due to turbochargers high rpm and extreme heat the causeof internal damage and premature bearing failure is common. (Let your turbo cool down before you turn off your car!) INSTALLATION: Superchargers are usually easier to install because there are less components and control devices needed. You will also have to do manifold and exhaust modifications. MAXIMUM PERFORMANCE: Turbochargers prevail here. With speeds as high as 150 000 rpm, boost levels near 30 psi and new light weight designs. They are capable of producing more power then superchargers.