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HP LOSS with FI?
HP LOSS with FI? I was just wondering what the hp loss is in both the turbo and supercharged systems due to the compressors, basically how much hp it takes to spin different sized turbos and superchargers.
there are sooo many different combo's out there with so many different head units and turbochargers that its really hard to narrow that down and give you a solid % of power loss. Im sure there is a calculator for that but god knows who has that or who's done that much research. We already know from experience what "works" and what doesnt so everyone just goes on from others experiences, thats why tech is such a great site. I am 100% sure though that superchargers rob you of alot more power than turbo's do. Hope this helped, Im sure some of the more experienced FI guys will chime in soon with a better answer 
bone stock I made 331rwhp/326rwtq last trip to the dyno I've gained 200hp and I'm not even at full potential yet. So the drag of spining the blower doesn't bother me one bit.
Not sure how much a turbo take power wise but I have heard SC can take up to 80-100hp to spin but like the above post who really cares. The turbo shoudl be quite a bit less IMO
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I know most people dont care about the power loss because only crazy power gains come from it. Im actually more interested in knowing the hp loss from turbos, the hp it takes to push the exhaust through that pretty small port and spin the compressor.
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Verdad Gallardo I just found an article on diesel turbos, which i would assume which be relatively the same as gas, but it said that around 33% of the exhaust energy is used to power the turbo. And since exhaust energy is roughly equal to crank power then a turbo on a motor making 300hp would consume around 100hp. That just doesnt make sense imo. There is no way 100hp is being used to spin a turbo.
turbo is almost free horspower (small exhaust restriction). There is no parasitic drag at all. More like running with a cutout closed.
The big a blower is the more it drags but the more air it pushes. Because it always costs alot less to drive it then what you get, it just costs more fuel to get to the same number.
The big a blower is the more it drags but the more air it pushes. Because it always costs alot less to drive it then what you get, it just costs more fuel to get to the same number.
I just found an article on diesel turbos, which i would assume which be relatively the same as gas, but it said that around 33% of the exhaust energy is used to power the turbo. And since exhaust energy is roughly equal to crank power then a turbo on a motor making 300hp would consume around 100hp. That just doesnt make sense imo. There is no way 100hp is being used to spin a turbo.
I just found an article on diesel turbos, which i would assume which be relatively the same as gas, but it said that around 33% of the exhaust energy is used to power the turbo. And since exhaust energy is roughly equal to crank power then a turbo on a motor making 300hp would consume around 100hp. That just doesnt make sense imo. There is no way 100hp is being used to spin a turbo.
basically you would have to know how much energy is generated on combustion and how much is lost in other three strokes for both NA and turbo application to make any valid comparison, but in the end it all goes back to back pressure...
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I read about a test where they supplied compressed air to an engine, then dyno'd it with an optimally sized turbo and supercharger at the same inlet pressure to compare. If I remember right, it made 1000 hp on compressed air, 950 hp on turbo, and 800 on supercharger. However, an improperly sized turbo can easily absorb more than a supercharger.
i would love to read that article too, as i have been thinking about the same thing.
same could be done to drivetrainloss with a boosted engine at various boost levels on an engine dyno and that engine on a car dyno at the same boost levels, that way you could see the relation between drivetrainloss vs power
same could be done to drivetrainloss with a boosted engine at various boost levels on an engine dyno and that engine on a car dyno at the same boost levels, that way you could see the relation between drivetrainloss vs power
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From: Here and sometimes there too.
SC use between 40-70 chp to spin. Turbo's use between 20-40chp to spin in most mild street set-up's. The further you push each system the more resistance you'll see in them and you will also notice the gap widens considerably betweent the two the higher up HP wise you go. In general though Turbo's are 33% more effiecient power wise than SC.Think about this too:Comparing the power output of a top fuel dragster to the power produced by F1 cars in the 1977 - 1988 era before turbo's were banned yields this...-Top fuel cars with 500cid engines produce between 5000 - 6000 bhp which equals 10 bhp/cid-1987 F1 cars with 90cid produces between 1300-1400bhp which equals 14 to 15 bhp/cid