As I have been investigating doing a turbo on my xB I have come across some info that suggests a twin turbo setup would be best. Twin small turbos for fast spool up. What has anyone else found?

no. i dont want to sound mean but why would you twin turbo an engine that puts less than 100 hp to the ground? leave twin turbos to supras and VR4s. a blitz supercharger would be more appropriate IMO because it is tuned and you wont mess up your engine as bad. either that, or wait till a reputable company comes out with a good bolt on kit with the ECU, piping, and lines taken care of. This has been discussed quite a bit with people wanting to try this. i would just say wait for a good kit from a good company, blitz it , or leave it alone... :roll:

no. i dont want to sound mean but why would you twin turbo an engine that puts less than 100 hp to the ground? leave twin turbos to supras and VR4s. a blitz supercharger would be more appropriate IMO because it is tuned and you wont mess up your engine as bad. either that, or wait till a reputable company comes out with a good bolt on kit with the ECU, piping, and lines taken care of. This has been discussed quite a bit with people wanting to try this. i would just say wait for a good kit from a good company, blitz it , or leave it alone... :roll:

Yes, twin turbo is worthless... unless you use a small spool, like the GT15. Either way, you're better off using a single medium sized spool.

The USDM Blitz kit is good for 10-20hp... that's a little weak for me. Roots blowers = power robbers/heat monsters = inefficient in comparison to a turbo or centrifugal s/c.

yeah centrifugal is best for s/c . but ya still need an intercooler/aftercooler.

yeah centrifugal is best for s/c . but ya still need an intercooler/aftercooler.

You don't need it, it's just better with it.

well yeah thats what i was sayin.

twin turbo is best for a higher output engine. not something that small.

They really don't make turbos small enough where having 2 would be best. If you want a fast spool on a smaller engine, go with a T25, that may be best and they're dirt cheap.

Did you see the latest RIDES episode where they twin turboed a muscle car but it started out stock with like 375 foot pounds of torque.

But I mean the way that they twin charged it from scratch looked simple enough but they had a ton of room to play around with...that would be an interesting project

**moved to the xA/xB area**

no twin turbo in scion... to weak.. supercharger or turbo would be ok but still only minimal gains

naw to the twin turbo..... first because its useless........... second because u cant fit two turbos and all the piping in the engine bay without relocating and recessing the firewall..... ive been investingating a turbo and i will be sure to keep yall posted throughout scinolife...... remeber fusionscion..... ill be back..... lol :lol:

Did you see the latest RIDES episode where they twin turboed a muscle car but it started out stock with like 375 foot pounds of torque.

But I mean the way that they twin charged it from scratch looked simple enough but they had a ton of room to play around with...that would be an interesting project

Turbo on an old muscle car would be simple. All the room, no ECU, just turn a few screws on the carb ;-)

I WANT twin turbo in my '72. I dunno if it'll ever happen. It's got a 350ish (I think that figure is very generous) hp 350 ci in it right now but low enough compression to run 87 octane without a problem. Problem is, I bought the truck with the engine already built and installed so I'm not sure what's in it. BUT, it just seems fun to have two little turbos in there.

wow....just wow...

1. no twins on a 4 cylinder motor, you only have one exhaust.

2. turbo has a steep learning curve, and unless you have deep pockets, I'd advise you to stay away.

3. the Greddy kit puts down about 175 hp, and that is more than enough for what you fellas are looking for.

with the Greddy kit, you'll be faster than any other Scion you see, and that's about all you can hope for...

wow....just wow...

1. no twins on a 4 cylinder motor, you only have one exhaust.

2. turbo has a steep learning curve, and unless you have deep pockets, I'd advise you to stay away.

3. the Greddy kit puts down about 175 hp, and that is more than enough for what you fellas are looking for.

with the Greddy kit, you'll be faster than any other Scion you see, and that's about all you can hope for...

Well you could make a manifold that runs each turbo off of 2 cylinders, or a sequential system. You can do twin turbos with a 1.5 4 cylinder but there's not much point. The 1.5 is so small in displacement and therefore in exhaust volume that 2 turbos would have to be really tiny and innefficient to work off of half of it. A single small turbo is definitely the way to go. Without building the motor, or at least lowering the compression I doubt it would take more than 6 or 7 PSI without grenading anyway.

you're correct, Cody from LoveFab did a B16 with that funny equal length mani, and hung 2 t25s off of it in a sequential system. It was neat, but it puked a rod out of the block in a few days....

[quote=sexyscionlover]Roots blowers = power robbers/heat monsters = inefficient in comparison to a turbo or centrifugal s/c.

it's not a roots blower dude..

go read up..

it's a twin-screw made by Lysholm

yeah centrifugal is best for s/c . but ya still need an intercooler/aftercooler.

no you don't.. not at 6pSI

and the centrifugal really ISNT the best SC.. it's less volumetrically efficient of the 3 types of SC's.. better mechanical efficiency, (fewer moving parts) but you STILL have to wait for spool like a turbo.. meaning you get lag.. meaning you just wasted $$ on an SC that doesn't do what you want an SC to do..... provide boost at a lower RPM..

the Blitz kit has a lot of potential. it's tuned down so people wont give it a bad rap for "blowing up" their engines.

people are stupid. if you give the average Joe a blitz SC, GUARANTEE he'll run 87 octane in it cuz he's broke after paying for his SC..

it isnt the best sc but it can yield the best gains and for the small size for this application , there shouldnt be too much lag.

anybody ever think about using a sequential twin turbo?

Are you saying i could get 175 hp out of my xb with a greddy turbo?? cause if i can...ill get one as soon as i can

it's possible , fuel upgrades , head job , correct exhaust , cold air input , good slightly larger intercooler with lil press drop , hi po spark , stuff like that.

yeah centrifugal is best for s/c . but ya still need an intercooler/aftercooler.
and the centrifugal really ISNT the best SC.. it's less volumetrically efficient of the 3 types of SC's.. better mechanical efficiency, (fewer moving parts) but you STILL have to wait for spool like a turbo.. meaning you get lag..


Errrr.... no. A centifugal supercharger is still a belt driven SC just like a roots or screw type SC. There is no lag associated with any SC.

Turbo lag occurs because the exhaust has isn't getting past the impeller fins quick enough to get the compressor to spin at full speed.

When you have a supercharger there is no exhaust impeller, instead the compressor fin is directly connected to the accessory drive belts. The supercharger will always 100% absolutely spin at a speed that is directly proportional to the engine's RPM's no matter what type of SC you have.

yeah centrifugal is best for s/c . but ya still need an intercooler/aftercooler.
and the centrifugal really ISNT the best SC.. it's less volumetrically efficient of the 3 types of SC's.. better mechanical efficiency, (fewer moving parts) but you STILL have to wait for spool like a turbo.. meaning you get lag..


Errrr.... no. A centifugal supercharger is still a belt driven SC just like a roots or screw type SC. There is no lag associated with any SC.

Turbo lag occurs because the exhaust has isn't getting past the impeller fins quick enough to get the compressor to spin at full speed.

When you have a supercharger there is no exhaust impeller, instead the compressor fin is directly connected to the accessory drive belts. The supercharger will always 100% absolutely spin at a speed that is directly proportional to the engine's RPM's no matter what type of SC you have.

ZING!

(but he is right)

One thing to note is that in a low-boost application such as the xb a small turbo will probably feel more powerful than a supercharger. You will have minimal turbo lag, and full boost will come on much earlier than the supercharger which by nature will produce full boost at max RPM, and lower boost at lower rpm. The supercharger is more linear but the turbo creates peak torque at lower RPM which often is faster. Look at accleration times between turbo cars and supercharged cars with the same rated HP, you will see that in most cases the turbo cars accelerate faster.

Errrr.... no. A centifugal supercharger is still a belt driven SC just like a roots or screw type SC. There is no lag associated with any SC.


you are incorrect.

do some more reading.

a centrifugal supercharger is a dynamic blower (much like a water pump) and there is lag associated with this design as it is not a positive displacement type sc.. in other words, the air is not forced through the turbine, like a roots or twin screw.

The biggest drawback of the centrifugal supercharger is it's inability to make high levels of boost at low engine rpms. Typically, a centrifugal supercharger will make it's maximum (quoted) boost at the engine's redline rpm and nearly nothing at 1500-2000 engine rpm.

taken from http://www.superchargersonline.com/content.asp?ID=21

superchargers 101
http://www.superchargersonline.com/content.asp?id=15

Errrr.... no. A centifugal supercharger is still a belt driven SC just like a roots or screw type SC. There is no lag associated with any SC.


you are incorrect.

do some more reading.

a centrifugal supercharger is a dynamic blower (much like a water pump) and there is lag associated with this design as it is not a positive displacement type sc.. in other words, the air is not forced through the turbine, like a roots or twin screw.

The biggest drawback of the centrifugal supercharger is it's inability to make high levels of boost at low engine rpms. Typically, a centrifugal supercharger will make it's maximum (quoted) boost at the engine's redline rpm and nearly nothing at 1500-2000 engine rpm.

taken from http://www.superchargersonline.com/content.asp?ID=21

But what you are describing is not lag. Turbo lag occurs when the turbo has not completly spooled up. This occurs in large turbos because it takes a ton of exhaust gas to spool a large turbo. Lets take an MKIV Supra for example (single large turbo and lots of other mods). When this car leaves the light at a drag strip it launches on ONLY the power the motor is making. The turbo may not completely spool up until the middle of 2nd gear or the beginning of 3rd gear. This is why you can have a 1000 HP Supra run 11's at over 160 MPH all day long. The turbo just isn't spooling quick enough.

This is the reason why many heavily modded MKIV's are twin turbo. The turbos are placed usually inline with a smaller turbo in front. This way the car is still getting some boost to speed it up toward the begining of the track before the 2nd much larger turbo can take over.

What you are describing with the supercharger is inherent to ANY Supercharger... but it is NOT lag. It is how the supercharger works. It can NEVER (unlike a turbo) spin faster that what it is proportionate ot the motor. The turbo can keep spinning because once the exhaust gas stops moving it isn't stoping the turbo from still spooling (which is why a blow off valve is necessary... it is still bosting between shifts). The supercharger on the other gand is directly connected to the motor, when the revs of the motor drop, so does the speed at which the supercharger is spinning. This is also why most SCers don't have a blowoff valve, only a bypass valve so the motor isn't unnecessarly boosing at low RPM and when you are going light on the throttle.

I may be a car salesman... but I am one of the few who knows what they are talking about. I spent quite a few years in the forced induction world (started with a 91 Eagle Talon TSi AWD then moved on to a 98 Buick Regal GS... yes, the Buick was supercharged via an Eaton M90 roots type SC) then to an 87 Firebird Formula with a supercharged 383 stroker (Vortech). I have done years of research and have first hand knowlege with forced induction.

i apologize for using the word lag. how about DELAY.
you assumed i meant turbo lag, i meant a lag in time.

i am also aware of forced induction, and we'll probably fight this til death.. fact is, twin screw SC's produce better boost numbers at lower RPM's simply by design,.. they're positive displacement, not dynamic..

(a water pump vs a hydraulic pump)

florenscion is correct... the reason that superchargers are only making max boost at max rpm is because there is no blow off valve to regulate the pressure DOWN to the desired set point... so yes you could just swap pulleys and over run the supercharger for the same effect... you could then have say 7psi at 2500rpm all the way up to 6000rpm...

centrifugals are the quietest and therefore more streetable, this is why they have such popularity... and the smaller bodies help them fit under snug hoods...

aftercoolers (also incorrectly called intercoolers) should be used when ever the final compression temps break the fuel's self ignition line... for standard grade fuel I think this is like 5500deg F... so if you have 7psi boost with an 8:1 compression ratio, then you have no need... but ANY boost on a 12:1 will put you into the danger zone because the fuel is already getting close to that point on average temp days...

regardless of how much aftercooling or boost or compression... the xB/xA engine still suffers from rod failures, so more fuel/boost/compression will just blow the engine... this is an economy engine...

... the reason that superchargers are only making max boost at max rpm is because there is no blow off valve to regulate the pressure DOWN to the desired set point...

centrifugals are the quietest and therefore more streetable, this is why they have such popularity... and the smaller bodies help them fit under snug hoods.....

so because it's quieter, it's more streetable? how'd the ricer civic drivers not get this memo!!!

oh, btw, BOV's don't regulate your boost level.. sorry :(

first off the popularity I was referring to was not to the ricer, this would be like saying which cheese is most popular to poor people... ricers are a class unto themselves, they have no regard to quality, curteousy, decency... anyone who believes that I need to hear their exhaust from a mile away when they are coming home from their minimum wage job at 2am will never show up on the brain radar... I was referring to manufacturer's, kit makers, etc... ya know - educated people...

second, I am positive that you are mistaken about the purpose of a BOV... the BOV has a set pressure and when that pressure is met or exceeded it reduces the intake pressure to the atmosphere... two examples of when a BOV will go off - 1) let off the throttle at a shift point, turbo is still pumping but has no where to go... 2) overall system design has the turbo "coming on" and too much pressure is built up, so instead of an engine failure, you just release the extra pressure...

could you be confusing this with a wastegate?? this device allows the exhaust to bypass the turbo thereby reducing the available exhaust energy to the turbo...

either way, you need to be more cafeful with blanket statements unless you are positive about what you are talking about... if you need some research starting points you can read up on BOV's below...
http://www.pagewise.com/turbocharger-kits.htm
http://www.superstreetonline.com/techarticles/3376/index1.html

ok, i was making a joke against ricers...

second, your links to "learn" about BOV's are about as elementary as they get.

a blow off valve DOES NOT regulate system pressure. it only relieves pressure during shifts or off-throttle situations..

a wastegate is what controls system pressure, and coupled with a manual or electronic boost controller, can be done by the driver of the car.

explain how a blowoff valve limits system pressure.... it has 3 ports. input from a pilot line, input from the turbo piping, and outlet to atmosphere..

there are no other connections to the BOV .. and believe me, i know this from first-hand experience.

so, does thepilot tube connected to the BOV somehow limit system pressure? or maybe the BOV just KNOWS what psi you want to run at... hmm..

you dont see tuners under their hood adjusting their bov when they want to up the boost, do you? then why would you get in your head that BOV's have anything to do with boost levels?

yes, you do adjust BOV's, typically by adding more spring pressure, because the bovs are open at idle causing the car to idle rough or even die. . but they don't regulate system pressure.....

oh, and here's a link
http://www.c-speedracing.com/faq/07.php

how's that for a blanket statement?

http://www.pagewise.com/turbocharger-kits.htm

i just read this link.. omg what a crock of ____! who wrote this? have they ever WORKED on a turbo'd car?

"the valve in the blow off valve" lol, like it's some huge complex device..

my advice, don't take websites that are spam, seriously...

Well you all seem to have gotten into it again.
You are both half right.
In turbo applications a BOV is never used to regulate boost, only to relieve pressure between shifts to eliminate compressor surge and other ill effects of closing the throttle with pressure in the manifold. In a turbo car a wastegate, electronically or mechanically controlled is used to regulate boost.
Now obviously with a belt driven supercharger you can't use a wastegate to regulate boost. SO how do you do it? You could regulate it by installing a clutch in the charger pulley that slips under certain circumstances, which would be tricky. You could also regulate it by using a pressure bleed after the charger and before the intake, kind of like a BOV but it would have to be a solenoid that could cycle incredibly fast as it would be quite tricky to regulate boost pressure in this manner.
Generally superchargers employ no boost pressure regulation and rely on sizing the pulleys so that they make some boost down low and a lot up top. Another option is to install some sort of gearbox into the charger driveline, perhaps with a CVT like cone gear which changes the ratio as RPM increases to keep boost constant, but this would be incredibly complex and expensive.

Have fun battling this one out yall.

actually, on a SC, you can control boost by using a recirculate valve. toyota did it on the 4AGZE over 10 years ago....

you recirculate your boost pressure back to the "inlet" side of the SC, thereby keeping boost pressures low. i'm pretty sure this is what the Blitz kit does, to keep such low PSI levels.

http://www.toymods.org.au/4A-GZE_Tech.html

QUote from your source...

"An electromagnetic clutch is installed on the supercharger, allowing it to freewheel when it is not needed. The clutch is controled by the engine's electronic control unit (ECU). A combination blow-off/bypass valve is provided to route air around the supercharger when the clutch is disengaged or when boost exceeds 8 PSI (nominal). The valve is operated by manifold vacuum/pressure. The ECU has the ability to force the bypass closed via an electronic vacuum cut off solenoid valve."

This is employing two of the methods I mentioned, the only significant difference is that it recirculates the air back into the inlet of the supercharger, just like a recirc valve on many turbo engines. I assume that this is to avoid blowing off already metered air to the atmosphere and messing up the A/F ratio.

you are correct.

me and migthens were fighting about turbos.. SC is a totally different animal.

i would imagine the Blitz SC has much more power potential (read up on specs for that SC, it's a Lysholm model 1200, also known as a whipple 1200AX ) than it currently puts out. this SC is capable of pressures well over 1bar, with very efficient (relative to other SC models) temp/hp requirements.

i researched the twin screw sc for oer a month last year.. learned a lot.

http://www.automotivearticles.com/Superchargers_Compressor_Design_and_Choices_.shtml

good article.. minus the spelling errors of course lol

you are correct.

me and migthens were fighting about turbos.. SC is a totally different animal.

i would imagine the Blitz SC has much more power potential (read up on specs for that SC, it's a Lysholm model 1200, also known as a whipple 1200AX ) than it currently puts out. this SC is capable of pressures well over 1bar, with very efficient (relative to other SC models) temp/hp requirements.

i researched the twin screw sc for oer a month last year.. learned a lot.

That's OK him (?) and I got into a fight awhile ago, but it shook out OK in the end.
PRetty much andy turbo or supercharger for the xb/a is going to have wayy more potential thatn it can use beause over 6-7 psi the motor will break rods. The 1.5 was designed with economy in mind whihc means lightweight reciprocating components and high compression which do not hold up to boost terribly well.

the links are elementary on purpose... I am not saying that the only way a BOV is setup is to regulate pressure, but that is exactly what the device is for... it is to keep the overall system pressure below a certain point... this is its purpose... this is what is called regulation... no you aren't gonna dial it in, but it could work this way.... some car manufacturer are just using an electric pop off valve that keeps system pressure below a certain number and it is also automatically opening under certain throttle situations...

the recirc valve setup that you mention is exactly what setup I was referring to... so I guess I am not following what part of my statements you don't understand... I never said that all systems were setup the same, I am still standing on the fact that BOVs regulate system pressure - having a set maximum pressure which is dumped by any valve is considered regulation...

the recirc valve setup that you mention is exactly what setup I was referring to... so I guess I am not following what part of my statements you don't understand... I never said that all systems were setup the same, I am still standing on the fact that BOVs regulate system pressure - having a set maximum pressure which is dumped by any valve is considered regulation...

ok, let's specify now.. are we talking about turbos or sc's right now?

the source of pressure doesn't make a difference, but I was referring to the t/c... the methodology is what I am talking about... the whole point of my post is to state that you could easily build a system that had constant boost over the entire rpm range using a BOV and a s/c... you're recirc valve is nothing more than a renamed BOV with it's vent redirected back to the upstream side of the compressor...

the source of pressure doesn't make a difference, but I was referring to the t/c... the methodology is what I am talking about... the whole point of my post is to state that you could easily build a system that had constant boost over the entire rpm range using a BOV and a s/c... you're recirc valve is nothing more than a renamed BOV with it's vent redirected back to the upstream side of the compressor...

i give up. you can call it what you want, but BOV's do not regulate system pressure.

:yawn:

Ok tamango....let's look at this really simply.

The "system" is turbo and engine.

A bov vents "pressure" build up from the intake (part of the "system") to the atmosphere (not part of the "system"). This venting of "pressure" is a form of "regulation".

Put the words together.......and.....look at that.........a bov "REGULATES SYSTEM PRESSURE."

KiL

you guys are waaaay out there...

a fuse in your car is like a BOV. (except that a BOV lasts more than one cycle lol)

the fuse does not regulate your car's voltage level, correct?

the fuse has nothing to do with what voltage your car ran at. (BOV vs system PSI) however, if a damaging situation were to occur that could fry your electrical system, the fuse would blow first. (BOV WOULD OPEN.) That is the function of a Blow off valve. it's a safety device. like a circuit breaker. it opens to prevent damage to the turbo/throttlebody/engine/etc.

if you want to call ANYTHING in a turbo system a regulator, look at the wastegate. the wastegate is what limits system pressure, by allowing exhaust gas to pass AROUND the turbine, once your set pressure is reached.

do you all honestly think that a turbo BOV limits system pressure?

Oy vey.

Did you read what I wrote at all?

I DID NOT say the BOV regulates THE AMOUNT OF PRESSURE BEING GENERATED BY THE TURBO!!!!!

IT REGULATES PRESSURE BUILT UP IN THE INTAKE BY VENTING IT TO THE ATMOSPHERE. The intake is part of the 'SYSTEM'. The venting is a form of 'REGULATION'.

You just have set in your mind that "regulating system pressure" means somehow changine what the turbo is doing. I sure as hell didn't claim that. Look at what I actually said............not what you want to believe "regulating system pressure" means.

KiL

They are riight you know just let it go. ...


Let's all get back to talking abotu how silly an idea it would be to have a twin turbo 1.5 liter 4 that blows up with 8PSI
:silly:

And to answer your little analogy.........YES, a fuse DOES regulate current through a system. It does not actively manipulate the current, but as soon as the current rating of the fuse is exceeded, the fuse blows, cutting off the flow of current through the system. THIS IS A FORM OF REGULATION.

KiL

you are correct, it is a form of regulation. but mgithens seems to think that a bov has something to do with what pressure your system pressure runs at.

And to answer your little analogy.........YES, a fuse DOES regulate current through a system. It does not actively manipulate the current, but as soon as the current rating of the fuse is exceeded, the fuse blows, cutting off the flow of current through the system. THIS IS A FORM OF REGULATION.

KiL

reg·u·late ( P ) Pronunciation Key (rgy-lt)
tr.v. reg·u·lat·ed, reg·u·lat·ing, reg·u·lates
To control or direct according to rule, principle, or law.
To adjust to a particular specification or requirement: regulate temperature.
To adjust (a mechanism) for accurate and proper functioning.
To put or maintain in order: regulate one's eating habits.

in no way does a fuse adjust your system voltage. it simply blows..

Wow, there's a lot of misinformation floating around here..

Lag is usually used to describe the time between when you flatten the gas pedal and when the turbo is making full "boost."

What someone else was talking about before was a problem typically associated with a Centrifigual blower. A centrifigual blower builds boost in a linear fashon relative to boost. You spin the blower slower (hey, that rhymes) at 2000 rpm, thereby making less "boost" and the blower is spinning much faster (sorry, no rhyme this time) and makes more boost in the high RPM ranges.

Someone said, "every super charger has some sort of "lag" which isnt' true. A roots or screw type blower comes almost full on just off idle. Look at the setup on a 2003 and 2004 Mustang Cobra. It makes almost full boost right away through 6000 RPM. The problem there is they build a lot of heat. Efficiency declines rapidly once you over spin it.


A BOV stops pressurized air from slamming back into the impeller when you close the throttle. I think everyone has agreed it's technically regulating air on the outlet side of the blower but not boost pressure. It's just preventing damage.

In most supercharger applications the amount of boost is controlled by the pulley size. If you know the diameter of the pulley, engine speed, blower speed, etc.. you can manage it by not under or over spinning it. They're also typically set up to dump air once the throttle is slammed shut, just like a turbo system's BOV.

More to follow... :)

A

Look at the last definition provided:

To put or maintain in order.

A fuse "maintains in order" by not allowing a system to exceed a set limit. If the fuse was not there, a current spike could cause damage to whatever is in question (a stereo, a tv, etc) thus losing the "order" so to speak (defined in this case by the well being of the stereo, tv, etc). Like I said, there is no active manipulation being acheived by either a fuse or a bov........but the purpose they serve is a form of regulation.

Think of it this way. How do traffic laws regulate traffic? A law can't actively do anything to your car or how you operate it........correct? But laws still serve a regulatory purpose. For instance, a Speed Limit sign says 45 mph. This sign can't force your car to maintain this speed..........but should you exceed it, you then run the risk of being ticketed. Therefore the speed limit sign is regulating traffic speed by signifying a potential penalty for exceeding the posted speed.

But now we're to the point of arguing semantics. You believe whatever you wish about what it means to "regulate".

Back on topic:

Twin turbo xB eh? I say make one turbo work first.

KiL

You know what I hate? The misuse of the word "blower" when talking about centrifugals and twin-screws. The term blower came from the roots supercharger, because it isn't an internal compression supercharger. The air as BLOWN into the engine, where it compresses. Compression is done in the cylinders, rather than in the unit. This is why it's called a Blower. I understand that A LOT of companies use this term freely, but it's not true. Centrifugals and Twin Screws are compressors, not blowers.

And yea, I never looked into the Blitz further than its 13hp gain. There were people saying it was a roots s/c (eaton type). Twin screws are better than roots with heat, but both are horrible compared to S/C and T/C.

Well,

I finally started my turbo install. Got the intercooler mounted today. Will try to keep you informed of my progress.

Can't wait for mine. :tap:

Well,

I finally started my turbo install. Got the intercooler mounted today. Will try to keep you informed of my progress.

Are you seriously putting 2 turbos on your engine?

Well,

I finally started my turbo install. Got the intercooler mounted today. Will try to keep you informed of my progress.

Are you seriously putting 2 turbos on your engine?If so I want pics now. it'll be soo funny. I bet the lil 1.5 is gonna have a hard time spoolin those turbos. what size 15's? lol.

Nah, Went with a single turbo...........

Nah, Went with a single turbo...........

:relief: I'm glad a few people have the balls to do the forced induction. I don't right now, so I'm waiting to learn from everyone elses screw ups. Good luck, though.

Nah, Went with a single turbo...........

:relief: I'm glad a few people have the balls to do the forced induction. I don't right now, so I'm waiting to learn from everyone elses screw ups. Good luck, though.
Dont wait , just build the motor first and no problems should be had.