I know what the difference is. Im talking more like which is faster?

How fast would a Procharged 350 TPI be? And could you make a universal blow off valve for it? Im sure you could. But not 100% sure. Thanks!

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1992 Camaro RS 3.1L
T5 Manual 5 speed
Cold/RAM air intake
Z-28 Exhaust
8.5mm MSD Ignition wires
TB Coolant bypass

Soon to be a 3.8L turbo RS

AIM screen name - Stopsign696

Kills:

95 (****) Probe GT,94 Mustang GT,91 CRX (dont ask me why he raced me),2nd Gen Z28 (350) haha to you V8 guys!,1992 RS 305 TBI (good race),First Gen Integra, Old Escort LX
More to come

 

I think you know my answer to which is faster....do I really have to say it?

OK...Turbo,there I said it

Steve

 

There are just too many variables to answer that with out writing a compete series of books. Depends on the turbos! Depends on the supercharger! Depends on the rest of the engine & car. Depends on the skill/abillity of the tuner (big time)! Either can be a slug, or can fly like you can't even imagine. Some turbo systems can easily make over well over 1500 HP. Procharger has a D3 system that can support 1800 HP. Can you handle either one? It would be a wild ride! At this level getting more HP isn't the problem. Hooking it up and making the car track straight durring a 6.?? second ¼mile pass would be the trick. The ride with the traction will be the fastest.

And to answer the last question, yes you can put a blow off/bypass valve on anything.

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Tracy /AKA IROCKZ4me

• 355 cid
• AFR heads
• Arizona Speed & Marine hydraulic roller cam w/ AFR hydra-rev kit
• modified SLP runners
• TRW forged pistons/ceramic coated
• fully balanced
• Edelbrock headers/ceramic coated
• SLP cat-back
• Paxton supercharger
• Nitrous Express nitrous oxide

My IROC-Z
EFI Performance Club on Yahoo

[This message has been edited by IROCKZ4me (edited December 31, 2000).]

 

He is correct. There are too many variables in answering this question. At any specific boost level w/intercooling, a turbo will produce more horsepower due to lack of parasitic drag. i.e. belt!

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Old: 1989 Formula, 383", DFI, built 700R4, TFS heads, Mini-Ram, Vortech S-trim 15 psi, 3.70 gears
Best ET: 10.796 @ 125.8 mph

New: 1989 T/A, 406", Accel Pro-Ram, DFI, AFR heads, HRC Turbosystem, NOS 150-hp dry kit, TH400 w/GV overdrive, 9" w/3.70 gears, 8-pt. S&W rollbar, 18" wheels
Best ET: Spring 2001

Employed at:
Hahn Racecraft
Accel EMIC/DFI Tuning
Turbosystems & Custom EFI

Member of Midwest F-Body Association www.mfba.org

[This message has been edited by GMI FAST (edited January 01, 2001).]

 

You and your damn turbos steve don't worry i'm right behind you

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89 GTA
Originating memeber of the SJNEP crew
Rice....it's whats for dinner
check out the car here:
http://www.hometown.aol.com/clarkemustgonow

Tony

 

Turbo is the way to go. Just look at the fastest Pro 5.0 Mustangs out there and what they run. Joe DeSilva 7.23 @192. and Kenny Duttweiler 7.30's at 178. He put that combination in a pro stock car, with no changes it turned 6.87 @208.

Anybody see the new GM High Tech magazine that just came out. Checkout the Buick from Bristol and the Twin Turbo TA on page 22. They failed to mention his ET's. I've seen him run 8.23 @167.

 

The point has been maken,their are to many variables.Here is another one,Jim Summers went 7.26 at 193 with the new ATI D-3R,in Pro 5.0.Look at the mph.Centrifical supercharger don't even come close to using as much crank hp as a roots.The competion is fierce,but to crown a clear winner is definatly premature.And lb for lb,exactly what advantage does a turbo have over a comparable centrifical?Couple of hp?If is was that much of a difference everyone would run a turbo.

 

PROCHARGED: "A couple of horsepower"??? There is a guy in my club with a 383" LT1 Z/28. He runs a Vortech YS Mondo. Vortech told him it takes over 75 hp to run his blower! It's called efficiency. Turbos are more difficult to package, but also require a much milder motor/camshaft/head combo to make big power. Also, due to parasitic drag forces, blower motors undergo a lot more stress than turbo motors. Why doesn't everyone run a turbo? I happen to know Jim and the gang at ASSC. It's called SPONSORSHIP.

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Old: 1989 Formula, 383", DFI, built 700R4, TFS heads, Mini-Ram, Vortech S-trim 15 psi, 3.70 gears
Best ET: 10.796 @ 125.8 mph

New: 1989 T/A, 406", Accel Pro-Ram, DFI, AFR heads, HRC Turbosystem, NOS 150-hp dry kit, TH400 w/GV overdrive, 9" w/3.70 gears, 8-pt. S&W rollbar, 18" wheels
Best ET: Spring 2001

Employed at:
Hahn Racecraft
Accel EMIC/DFI Tuning
Turbosystems & Custom EFI

Member of Midwest F-Body Association www.mfba.org

 

So what are you saying?Turbos are 100% efficent?Doubt it,to say its free horsepower is a abuse of the word.Nothing in life is so good.Like I said,I never said centrificals dont use crank Hp,I compared them to Roots which use in the hundreds of crank Hp,now that is a big difference.And the reason you need sponsers to run the big hp turbo motors,is money,you are helping me make my point that on the street,hp per dollar,the centrifical supercharger wins hands down.And the differences at the track are not that big to warrent a big change over to turbo,all those 5.0 classes have sponsership,a good majority,how come they all havent switched?Im not comming here saying centrificals are the end to all power adders,the best,no questions,they have their place as do turbos,but to put one in front of the other is wrong and misinformation is a bad thing.I just quoted a new best I read about in Pro 5.0 from a centrifical racer,the times and mph are so close to the turbo crowd,you need to break out the micrometer to measure the differences.Im still trying to see the big gigantic advantage everyone is touting.GMI,if you are designing a turbo system ,why dont you step up to the plate for all the turbo enthusiests and build a third gen specific kit.Everyone is making it sound so easy,but no one is taking a step forward for anyone else but themselves.

 

We will NOT design a 3rd-gen specific kit for several reasons. Too many of these cars are already modified. It would be impossible to design a fuel system to meet everyone's needs. We could easily get around that problem, but the biggest problem is getting enough people to BUY. Developing a system is very expensive, as we make several systems now. Getting enough people to buy is the issue here. Case in point: We advertised a turbosystem for a Cavalier Z24/Pontiac Sunfire for $2500. We installed a prototype, showed the car at SEMA, and told people "If you are interested, send us a $100 deposit". Out of the HUNDREDS of interested people, we got deposits from ONE!! The most we would EVER do is design a small-block Chevy universal turbo header or something. Oh, well. We'll see how my turbo car runs this spring. I bet it runs better than with my Vortech...



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Old: 1989 Formula, 383", DFI, built 700R4, TFS heads, Mini-Ram, Vortech S-trim 15 psi, 3.70 gears
Best ET: 10.796 @ 125.8 mph

New: 1989 T/A, 406", Accel Pro-Ram, DFI, AFR heads, HRC Turbosystem, NOS 150-hp dry kit, TH400 w/GV overdrive, 9" w/3.70 gears, 8-pt. S&W rollbar, 18" wheels
Best ET: Spring 2001

Employed at:
Hahn Racecraft
Accel EMIC/DFI Tuning
Turbosystems & Custom EFI

Member of Midwest F-Body Association www.mfba.org

 

GMI,you have a good point about the requests and the actual people who buy the system.What you say is very true,people say they want it,but when time to spend the greenbacks excuses arise,or the intrested parties disapear.

So what are you doing now,do you have 2 cars?Or are you upgrading from the 383 vortech setup?Are you planning on running in a class?Seems like you are looking for big #s,hence the 2 poweradders+big cubes.

So heres a question though,say I go to your shop,I want turbo,complete with fuel sytem and intercooler enough to support just what I have,not built with the future in mind,How much am I looking at?Say I have a modified 355,putting out 400hp on motor.Looking for a system to support 12lbs of boost.What would I expect to pay?And the same senario for stock third gen,but at a lower boost #.

 

PROCHARGED: I am down to one car. I sold my '89 TTA and my Pontiac 400-powered '87 TA. The old combo was just recently changed to the new combo. Actually, it is the same car, but no longer a Formula. It now has the TA nose, bumper, skirts, lights, etc. Technically it's now a TA, I guess. I don't know if the car will be legal for any specific class. I mainly run local tracks and street race. I plan on hitting a lot of big shows, too. The new blue paint, shaved everything, clear turn signals and brake lights look too good to not be a show winner. 18" wheels help, too...

As far as a custom turbosystem goes, if you guys knew what I have invested in mine you would crap! Less money than a Vortech! For the average Joe, someone could duplicate mine for around $5500 installed, not including the DFI. Regardless if the car was built or stock, the price would be the same. Just an injector change and a higher boost level. Not bad considering the cost of a blower and labor to install it...

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Old: 1989 Formula, 383", DFI, built 700R4, TFS heads, Mini-Ram, Vortech S-trim 15 psi, 3.70 gears
Best ET: 10.796 @ 125.8 mph

New: 1989 T/A, 406", Accel Pro-Ram, DFI, AFR heads, HRC Turbosystem, NOS 150-hp dry kit, TH400 w/GV overdrive, 9" w/3.70 gears, 8-pt. S&W rollbar, 18" wheels
Best ET: Spring 2001

Employed at:
Hahn Racecraft
Accel EMIC/DFI Tuning
Turbosystems & Custom EFI

Member of Midwest F-Body Association www.mfba.org