anyone have the 0-60 with the super charger?

 

not yet...I dont think they are in people's hands yet, let alone dynod, etc

 

im going to assume between 6.5-6.7 manual and probably a flat 7 with the auto. grip is going to be a big issue.

 

6.5-7 agreed.

 

Grip won't be as big of an issue as with turbo. With a turbo, almost all the boost is delivered in a span of 1000 rpm versus a super delivers boost over a span of 5000 rpm. The power won't overload the wheels as it would a turbo.

That's the nice thing about superchargers that people almost always overlook. It's also the bad part - people complain about the slow power delivery. The slow power delivery would somewhat be akin to the wider gear ratios on factory turbo'd cars that allow looser ratio so as to not start the wheels spinning from the get go.

Who knows, the TRD supercharger might be worth it after all. I just remembered this part of superchargers. Since you can work with more grip and sooner, you can launch at 2000 rpm (probably) and floor it from there all the way through whereas the turbo requires some feathering of the turbo until third gear. In this way, the manny tranny seems to be geared towards the supercharger while the longer gears of the auto may in fact be better suited (with upgrades of course) to a turbo.


Who knows, we may yet be surprised by the TRD supercharger.

 

of course it will still be a problem. most of us now, without any kind of forced induction have traction issues when starting from a dig. The problem isnt what kind of forced induction, its because of our drivetrain beeing FWD.

 

A centrifugal SC exhibits lag similar to a turbo.. so the same issue will still be there with the boost delivery, just not as bad.

A roots or screw type SC is more linear as described above, but unfortunately is not being used here.

 

I"m sorry just with that, have you ever driven a turbo'd or SC car before????

 

You've got the right idea, but you're wrong in a couple ways:

1) A properly sized turbocharger will start boosting at low rpm, and have a nice fat powerband. This seems to be the case with the turbo kits which are out for our cars right now.

and

2) The centrifugal-style supercharger that TRD is using acts much like a turbocharger in that it doesn't start making power until it really starts spinning. The powerband is very different from roots/eaton style blowers.

 

Well said on all accounts. Also, the S/C might be easier to modulate around corners and on the straights where ruts are in the roads since the turbo will be forcing the wheels harder down low.

I'm definately interested in the results of the S/C.

 

Yeah thats the one of the main drawbacks to turbos. Turbos create lots of power quick which can be dangerous accelerating around a corner. More than a few times I've had the turbo kick while driving around a long corner like an on ramp or exit ramp which can be tricky if you arent really expecting it. I did a few 360s in my RX7 from that. On FWD its can be quite tricky but a little easier to manage.

 

I said it'll be less of a problem than with a turbo. The boost at around 2k rpm will probably be so low that you won't have all that much more than without the s/c. According to R/T, 2.5k rpm is the best launch for the tC. With the s/c, around 2.2k rpm will probably net you the same results. I wouldn't know, not having driven a s/c tC. Traction will still be an issue for the tC no matter what as the gearing is about big power and big spin.

I myself haven't driven any f/i cars before so I'm sorry for appearing like I think I'm a professional. All that I said is basically logical reasoning as well as 2nd hand information from a friend.

1. A properly sized turbo makes boost insanely fast (again, 2nd hand from an EVO owner) so I imagine that a properly sized turbo will just as easily overwhelm the wheels. I imagine, and can't say for certain. This time, I'll cite the ZPI stage 1 people: Dyltone says that gears 1-3 are pretty much useless for full throttle. I would say that the 16G is a properly sized turbo. If you don't believe me, oldman convinced me about this that the 16G is a perfect sized turbo for non-full time race tCs. So on this properly sized turbo, gears 1-3 are not very useful so I assume that because the turbo is sized right, boost is coming on full and too soon (ZPI says that their boost comes on full at 2.5~k rpm in the stage 1 kit) causing excessive wheel spin. The s/c I think would have much less boost at that point and cause less wheel spin.

2. Even though the s/c acts like a turbocharger, it still makes boost a lot slower than a turbocharger. The dyno for the s/c shows a steeper slope but less overall power than ZPI's turbo which shows a flatter slope but impressive amounts of power pretty soon. Regardless of s/c style, the power curve is much more linear and proportional to engine speed. You can compare the ZPI dyno by searching to the TRD dyno here. As you can see, the power curve is still similar to an engine with more displacement.


However, I must emphasize that I'm not stating this as absolute fact. I don't have any experience driving in a turbo or supercharged car and all this is reasoning or .. heresay I guess.

 

Assuming Toyota's claim of around 200hp, I'd guess 0-60 in about 6.1. Reason for this being: our car is lighter than the Cobalt SS, geared more aggresively, and should be comparable in power (whihc hits 60 in 6.1). As far as traction goes, both cars are comparable for tires.

 

The aggressive gearing you speak of is the problem. It's geared to short and will transfer the power too soon causing that lost of traction we're talking about.

 

i dont know about the rest of you, but the crappy potenzas i got w/ my tc grip about as well as a sinder block. i run on a hot track and it still hops.

 

what exaclty is it that makes our tires crappy? the only factor i ever knew were the treads

 

i really hope toyota is lowballing it....

 

they type of rubber (the softer the rubber, the better the grip), tred, size, and air in the tires make up the main components of how the tires grip...

run some slicks for traction... but on the track only of course

 

extra power to a tC and still the same unacceptable wheelhop....unless you add an aftermarket engine damper, or fab some new motor mounts.

they honestly want you to be happy with transferring that power to wheels that won't stay on the ground and an engine that crashes back and forth?

 

I dont think its much lighter than the Cobalt SS. The gearing may actually slow the car down with more power. Its already hard to get the power down this may make the problem worse. This is assuming you dont touch anything else on the car.