supercharge or twin turbo..

[Supercharged B4C]

Originally Posted by Tonys02Z28

now is that to the wheel or crank

id say at the crank but....

[Blown1993Z28]

Originally Posted by 95zee28

id say at the crank but....

The honest answer is I don't know. I've never built a LS1 or any motor that powerful. Its kinda speculation what the real HP will be either way. I said 750+ fwHP because the Lingenfelter Twin Turbo 427cid package with ported stock heads makes 725 HP. Just the N2O jetting makes our guesses off by +/- 75 HP.

[Tonys02Z28]

yeah that would be nice but ive herd that strokers are a pain in the ass to deal with and it doesnt last long but ive kinda always wanted a stroker...

[Blown1993Z28]

Originally Posted by Tonys02Z28

yeah that would be nice but ive herd that strokers are a pain in the ass to deal with and it doesnt last long but ive kinda always wanted a stroker...

Absolutelt not! The only thing that is a PITA on the stroker is about $200 worth of machine work to fit the bigger crankshaft. Lasting long they are no different than a similar HP 350. There is a reason you see a lot of 383s, they make great power for relatively cheap. While your spending $2,400 anyway for the Forged 350 bottom end you can get Forged 427 parts for the same price as the 350.

[Supercharged B4C]

i know my neighbor has a bolt on LS1 except it has a cam in it also and he is making a lil over 500 to the wheels with a 150 shot and his has held up quite well from what i know and he drag races a good bit. altho he does have a aftermarket rear and a diff trans too i believe in the car so... but i think he makes low 11sec passes with it. prolly be better to search some LS1 boards to get a better idea honestly.

[Tonys02Z28]

yeah thats how mine is but i ran a 12.3 but i had a lower shot and a different tune now im thinking high 11's. i should be in.when ever i do all this to my car ill put another post up and put the youtube link on there so u all can look at it..thanks guys for all your help,if u all ever come down to tampa let me know...

[erniez28]

I didn't read the entire thread because I am lazy, but instead of a twin turbo or a supercharger has anyone thought of a sequential twin turbo like they have on the mazda rx7. I realize they are a pain in the ass to setup and get to work right, but that would certainly cut down on the space requirements.

Heres a little infor on em:

Sequential twin-turbo refers to a set up in which the motor utilizes one turbocharger for lower engine speeds, and a second or both turbochargers at higher engine speeds. During low to mid engine speeds, when available spent exhaust energy is minimal, only one relatively small turbocharger, the primary turbocharger, is active. During this period, all of the engine's exhaust energy is directed to the primary turbocharger only, lowering the boost threshold, minimizing turbo lag, increasing power output at low engine speeds and providing the benefits of a small turbo. Towards the end of this cycle, the secondary turbocharger is partially activated (both compressor and turbine flow) in order to pre-spool the secondary turbocharger prior to its full utilization. Once a preset engine speed or boost pressure is attained, valves controlling compressor and turbine flow through the secondary turbocharger are opened completely (the primary turbocharger is deactivated at this point in some applications). At this point the engine is functioning in a full twin-turbocharger form, providing the benefits associated with a large turbo, including maximum power output, without the disadvantages such as increased turbo lag.
Sequential twin-turbocharger systems provide a way to decrease turbo lag without compromising ultimate boost output and engine power. Examples of cars with a sequential twin-turbo setup include the 1986-1988 Porsche 959, the 1992-2002 Mazda RX-7 Turbo (FD3S), the 1993-1998 Toyota Supra Turbo (JZA8x), and the 1994-2005 JDM Subaru Legacy GT, GT-B, RS, RS-B & B4. With recent advancements in turbocharger design, and reductions in lag this has made possible, sequential twin turbo systems have fallen out of favor because they are seen as unnecessarily costly and complex.
Sequential twin turbo can also refer to a system where the output pressure must be much greater than atmospheric. In this case, two similarly sized turbochargers are used in sequence but with both operating all of the time. In this case the first turbo boosts pressure as much as it can (for example to three times the intake pressure) then the second turbo takes this charge and increases it further (for example to an additional three times intake pressure, for a total boost of nine times atmospheric pressure) to a pressure not possible by a single turbo. This is commonly found on piston engine aircraft which usually do not need to rapidly raise and lower engine speed (therefore turbo lag, while still present is not a problem) and where the intake pressure is quite low due to low atmospheric pressure at altitude, requiring a very high pressure ratio. High-performance diesel engines also sometimes use this configuration, since diesel engines do not suffer from pre-ignition issues and can use significantly higher boost pressure than Otto cycle engines.

Another thing to consider would be a variable geometry turbo. This would minimize the backpressure argument as the turbo adjusts, has very little lag, does not require a wastegate, and can make big turbo power Heres some info on em:

Variable geometry turbochargers (VGTs) are a family of turbochargers, usually designed to allow the effective aspect ratio (sometimes called A/R Ratio) of the turbo to be altered as conditions change. This is done because optimum aspect ratio at low engine speeds is very different from that at high engine speeds. If the aspect ratio is too large, the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and ultimately lower power output. By altering the geometry of the turbine housing as the engine accelerates, the turbo's aspect ratio can be maintained at its optimum. Because of this, VGTs have a minimal amount of lag, have a low boost threshold, and are very efficient at higher engine speeds. In many configurations, VGTs do not even require a wastegate; however, this depends on whether the fully open position is sufficiently open to allow boost to be controlled to the desired level at all times. Some VGT implementations have been known to over-boost if a wastegate is not fitted.
The most common implementation is a set of several aerodynamically-shaped vanes in the turbine housing near the turbine inlet. As these vanes move, the area between the tips of them changes, thereby leading to a variable aspect ratio. Usually, the vanes are controlled by a membrane actuator identical to that of a wastegate, although electric servo actuated vanes are becoming more common.
The first production car to use these turbos was the limited-production 1989 Shelby CSX-VNT, equipped with a 2.2L Chrysler K engine . The Shelby CSX-VNT utilised a turbo from Garrett, called the VNT-25 because it used the same compressor and shaft as the more common Garrett T-25. This type of turbine is called a Variable Nozzle Turbine (VNT). Turbocharger manufacturer Aerocharger uses the term 'Variable Area Turbine Nozzle' (VATN) to describe this type of turbine nozzle. Other common terms include Variable Turbine Geometry (VTG), Variable Geometry Turbo (VGT) and Variable Vane Turbine (VVT).
The Peugeot 405 T16, launched in 1992, used a Garrett VAT25 variable geometry turbo charger on its 2.0 16v turbocharged engine.
The 2007 Porsche 911 Turbo has a twin turbocharged 3.6-litre flat six, and the turbos used are BorgWarner's Variable Turbine Geometry (VTGs). VGTs have been used on advanced turbo diesel engines for a few years, like the 1.9L Volkswagen TDI Engine using the Garrett VNT-15 turbocharger, and on the Shelby CSX-VNT.(only 500 Shelby CSX-VNTs were ever produced, and 1046 Peugeot 405 T16s.)

As far as using the crankcase oil to lube the turbo and worry about debris from the turbo getting into your motor it shouldnt be a big issue because the oil only lubes a bearing. If the bearing fails then it would be like any other bearing failing in your motor. The only downside is you really need to run synthetic with a turbo setup since conventional motor oil loses its shearing strenght around 300 degrees farenheit and synthetic does not. Here are some specs on syn vs conventional:

Effective lubrication range	-60 F to +400 F	0 F to 300 F
2.	Viscosity increase after single sequence, (64hour), Olds III-D Test	9%	102 to 400%
3.	Wear, (mg. weight loss Falex test)	1.1 mg.	3 to 6mg.
4.	Fluidity @ - 40 F	Flows freely	Solid
5.	Volatility, (evaporation @ 300 F for 22 hours)	1%	28%
6.	Crankcase Temperature (Track test)	240 F	290 F
7.	Flash Point (D92 Test)	470 F	400 F

Sorry the synthetic tables didn't come up but they are way better than the conventional tables and due to the temps in the turbo which your oil will be cooling/lubing u need synthetic.

[peterjems]

According to me Supercharger is best.Superchargers achieve performance gains by increasing the density of the air/fuel charge within the combustion chambers of an engine. This increase in density is achieved by forcing additional amounts of air (beyond the amount of air that normal atmospheric pressure would force into the engine) at the lowest temperature possible.

[erniez28]

Turbo does the same thing. Superchargers and turbos do the same thing they coompress air. They just do it differently.