They are differant, A gasser would respond quicker, But I thought we were installing it for towing.

 

A turbo off a diesel and off a gaser are the same, application inwitch they are being use is the same. Size wize there not the same. This also goes the same with blowers. The big 6-71 and 6-72 blowers you see on street rods at the car shows are the same blowers off a late 60s early 70s Detroit V6 and V8 diesels motors.

 

Twin screw superchargers are good for low end torque and boost (2K rpms), But cannot vary boost as elevations change. Centrifugals make boost at higher rpm's (3,000+) and keep on boosting the faster the crankshaft spins.
Turbo chargers can boost in the mid to later 2,000 range, and keep on boosting as different waste gates cut in and out, therefore they work better than superchargers at higher elevations. This is why fighter aircraft built in the 30's used turbochargers (P-38 Lightning, for just one example) Turbo chargers are incredibly simple and are far cheaper to build than twin screw (aka positive displacement) superchargers. I can see no downside to turbos other than the lag factor, and towing doesn't lose a race on turbo lag.

Actually, no low end torque over stock is accessible on the low end because Paxton says in their own literature that a portion of the overall added torque isn't available until 3k rpm's. I seem to recall that 80% is at 3,000. Not too shabby.

As far as the Paxton Kits go, Paxton and Vortech both make full kits for the V10 (excluding Model Year 2002 for Vortech). Vortech does all the R&D for Paxton at their Oxnard facility. They are sister companies. Paxton's kit is a little cheaper than Vortech's. Superchargers on-line quoted me a price:

"You requested a price quotation for: Paxton NOVI 2000 Supercharger Kit for 1998-2002 Ford Truck & SUV with 6.8L V-10 (Satin) [more info]
Part Number: PAX1001911
SuperchargersOnline.com*: $3,699.00
List Price: $4307.95
You Save: $608.95 "

AND

You requested a price quotation for: Vortech Supercharger Kit for 1999-2003 Ford F-Series/Excursion Super Duty with 6.8L (V-2- SQ S-Trim, satin) [more info]
Part Number: V4FT218-020SQ
SuperchargersOnline.com*: $3,899.00
List Price: $4576.95
You Save: $677.95

 

http://www.ststurbo.com/universal_system

Do you guys think that this would work on a V-10? It says in the description that it would fit on ALMOST any vehicle. It just doesnt come with the intake or exhaust tubing, fuel management or tuning.

 

they dont make a kit from sts to fit on the v10. if you are good, you could have it fabbed up. and, they arent cheap. they are about $3700. id rather have the novi 2000. i have one on my mustang and with a simple change of the pulley, you can have 30 psi. i am running 16psi on my mustang.

 

they have a universal system though

 

ok then, id bet for the universal system, there is a ton of fab to do. again, for that price, id buy the paxton novi 2000.

 

The only problem with the STS kit besides the price is having way more power and torque than a supercharger system. Plus the turbo system undeniably sounds better, too.

 

I saw a KB for a v10 sell on ebay last year, think it went for a few grand. It was the complete unit. Ive been looking for a KB for my 1997 460efi for a couple of years now, and cant even find a picture of one. I would love to talk to to somebody who has seen one.

 

The diesel is a much different power cycle and operates differently than a forced induction gas vehicle. As cylinder pressures go up on a gas motor, the tendency to pre-ignite does to. Hence the higher octane.

While you are very correct about parasitic loss of power, todays positive displacement superchargers have very little parasitic loss due to the use of bypass valves to relieve the pressure on the intake and drive side of the supercharger. Under boost, it does indeed take power to run the charger. Like money, it takes some to make some.

The turbo is not a free ride. I don't really know why people get this idea. It does extract potential engery from the exhaust gases. But think of what would happen if a normally aspirated vehicle had a restriction in the exhaust that created 60 psi of backpressure? Ever drive a car with a clogged cat? A turbo charger must be considered as two different systems. The drive side, or turbine, and the output side or the compressor. The turbine extracts energy from the exhaust, and transfers it to the turbo shaft. The amount, speed and range of the energy extracted is dependant on the sizing of the turbine wheel, housing, and piping to and from the turbo. The energy needed by the compressor wheel to do the work demanded, flowing the required amount of air, is dependant on the size of the wheel, and the compressor housing. If the compressor demands too much energy, there will be lag. If the turbine makes too much energy, the compressor will overspeed and get out of it's efficiency range.

Sized and engineered properly, a turbo can operate with low lag, and low end boost numbers. But just like the tradeoff between a centrifugal and PD super, it won't make the power it could up top. That is why you see engines like the 6.4 with variable geometry and/or dual turbochargers, to try and operate the setup at peak efficiency throughout the operational rpm range.

 

Unless I am missing something about how a turbocharger operates, it is a free ride when not in boost. Unlike a belt driven supercharger that is always turning the moment the starter motor is engaged. Hence my comment.

 

Didn't understand that is what you meant. Most folks think that it is free power by extracting energy from the "hot" exhaust, which is not how a turbo really works.

Taking into account the inherent exhaust restriction that a turbo creates, then yes it is a free ride.

However, a bypassed supercharger takes less than .5 horsepower when it is not under boost and has a bypass valve, so it is probably a wash.