If you add a well tuned supercharger it will feel like you have added a larger engine to your vehicle. The reason is a good supercharger (yes a procharger IS just another supercharger) should follow your N/A powerband fairly closely, only adding a torque/hp multiplier. There should not be any power spikes anywhere in the powerband. Blowers are notorious for their parasitic internal drag, which means that they will have to make extra boost to overcome this loss. Somthing else to note is blown engines consume large amounts of fuel because they make constant boost and need to be ran rich so that they don't burn up valves, pistons, etc. If you add a properly tuned turbocharger to an engine it will respond naturally asperated until it comes into boost range. The reason: A turbo works by taking the extremely hot (less dense) exaust air from an engine and uses it to compress the cooler (more dense) intake air, the density difference between the chambers and the compressor profile are what allow the turbo to work. A set of waistgates allow excess pressure escape from the system, thus keeping the engine from overboosting. Since a turbos are exaust powered they don't boost up until the engine reaches a certain rpm, giving you turbo lag. A turbo's powerband will have a dead zone at the bottom, will spike up, then steadily climb from there. A turbo's variable boost is what gives turbocharged vehicles better fuel economy. Even though it was not used in this video I feel like explaining it anyway. Nitrous Oxide Injection is considered the most dangerous form of boost mainly because it is an extremely "clean" form of boost meaning that the only notable change in a 50hp jet and a 300hp jet is the dyno graph. Folks get happy with the boost, send their engine to the moon, then complain about how dangerous nitrous is. N2O works by giving more oxygen to the combustion chamber. A wet plate setup adds extra fuel to the mix as well. Now we get to my personal favorite! There ain't no replacement for displacement. A larger displacement engine literally has more room to make more power. Big c.i. N/A engines need to have optimised airflow through the heads. Other than that there is not much to them. In Summary: Superchargers are better suited to low RPM high torque demand applications Turbochargers are better for higher RPM and constant torque demand applications Nitrous Oxide Injection is best for sudden short term power applications Big Displacement Natually Asperated engines are ideal when you have the space. Edit: I would like to add that all forced induction applications are cramming extra air and fuel into the combustion chamber thus leading to more power. Certain methods such as a roots/screw superchargers create a “flat” boost profile, meaning that they will provide the same amount of pressure from idle to RPMs. Centrifugal superchargers (often referred to as ProChargers) have a variable boost curve, starting with relatively low pressure near idle, then drastically increasing throughout the RPM band. Turbos Have an incredible variation in boost profiles due to how tunable they are. In some applications turbos have shown similar power bands to supercharged engines. Specifically in the case of the VW 1.8 IDI the tune utilized to the high airflow of the diesel engine to produce higher and more responsive boost directly off the line. This is the primary reason (outside of better efficiency) that almost all modern diesels are turbocharged.
I generally agree, but you can put small snails on modern engines which make gobs of down low torque. The VW/Audi 1.8 turbo is a good example of this, and is at the expense of bigger horsepower higher in the rev range. Direct injection and high powered computer chips with good algorithms have been game changers.
the N/A engine didnt have enough torque to maintain at 5th gear with minimal throttle. using 5th gear requires stepping more on throttle and would result in less MPG anyway
give the na a one a bigger cam and compression and redo the test. you basically just made a 662ci vs 331 ci test. boost basically doubles the displacement equivalent
I think this sim. was making sure that both boosted setups had the same Hp. Since the supercharger takes power to spin it, it takes more boost to make the same power. It seems this sim., was showing how different the power bands are, and how that translated into performance stats. The turbo is the most efficient, but its tip in throttle response is the worst, and has Lag. If the same boost was used, and you could keep the turbo in its sweet spot/power band, it would be best, but it is the most finicky.
@ForgottenMustard why did you decide to match power instead of matching boost? That kind of takes away the only inherent advantage that a turbo motor has.
Why don’t more car makers do this? Would get fuel efficiency and horsepower, for the sacrifice of a smoother and better sounding car.. I would make that sacrifice just so long as it’s reliable and easy to maintain
