Eaton builds primarily the roots style blower. Kenne Bell is an example of a twin screw.

-And- in reference to someone that made a comment about running out of boost on a SC vs. Turbo; this is not correct. There are different size SC's just like there are different size Turbo's. There are some Kenne Boys running in excess of 35# of boost on a KB.

What I will agree with is that a Turbo is driven by exhaust versus a SC being driven by the crank of the engine meaning that the SC design is parasitic in nature (need/use power to create power).

If you where to choose the SC, I personally believe in the twin screw versus the centrifugal. The Centrifugal produces great power, but does so higher in the RPM band, the twin screw can do so at incredible low RPM's (I can see peak boost - 17# at 2300 RPM). My Torque curve is fairly flat (and peaked) from 2500 – 6300 RPM.

 

turbo+hondata+injectors+lsd=happy ls motor.

 

turbo+hondata+injectors+lsd= boostjunkie! wow what a coincidence!?

 

everyone has there own opinions of this one....and though I dont know much about hondas I can speak from my personal experience. I have a Maxima with a Vortech V2 centrifugal S/C...and it does not hit full boost until redline....while guys running T3/T4 on there maximas are achieving full boost around 3K. But with the maxima it has been proven that the aftermarker S/C is more reliable than an aftermarket turbo kit. WHich one is better? You make the choice...I went with S/C for the reliability issues. I have just as much money in this set up as I would have had if I would have gone turbo, so it was not a money thing for me. And yes alot of supercharger kits do come with BOV's but they are called bypass valves and they are almost inaudible. But you can do what I have done and put a HKS SSQV on there and make all the racket in the world.

--good luck with which ever one you choose.

-Carson

 

As far as the LS goes, the only real SC I have seen is from Jackson Racing. The major downside with it is the LS kit comes with the smaller m45(45cubic inch) blower, unlike the Si/GSR/ITR which comes with the m62 blower. I have seen people rig the LS manifold to run with the m62 and get great results. Simply put, if you want all out balls power, go turbo. If you want a linear power band, no lag, flat torque, and awsome throttle response, do a roots blower(JRSC). BTW, this is coming from someone who did have a JRSCed ITR, and now have a turboed ITR.

 

This is coming from someone with experience correct?

 

Wait a sec...Josh took of the blower and put a turbo on the GSR?

Dood, you got way too many projects going on in the garage, don't you?!

 

Both designs are parasitic, its just that a turbo is less parasitic, ie more efficient.

A properly sized turbo system (it takes more than just a turbo to make power) will not have any noticable lag, have a fairly flat torque curve, be reliable, AND make more power than a supercharger. Most people don't get a turbo sized to do that though, they get ones more for higher hp numbers which neglects on some of the other areas.

End story; turbos more efficient than superchargers. Go physics!

 

Compression maps are your friend when it comes to building an efficient turbo.

 

I don't know if this has been mentioned yet or not, But a Turbo usually hits Full boost quicker than a Supercharger b/c the S/C builds boost with the RPMs. Sure u have instant boost with a S/C but will make more power with right turbo application, in any situation weather its a Civic or a Vette, hands down.