increased charge temps making the setup more prone to detonation, lack of a fuel system, and relying on a reflash might also add to the likelihood of engine failure. I don't have statisical data to show the exact number of engine failures so that is purely just speculation....

 

Right. But I've noticed a good amount of failures on return fuel systems, with tunable engine management systems. Fuel system really has nothing to do with it as long as it's delivering consistent fuel. It's all in the tune, whether that tune be by a reflashed ECU, a piggyback EMS, or a standalone EMS. It's all in proper installation and validating your tune is safe before hitting boost.

That being said, I don't really wish to argue about it with you. It think we both know where we stand on this and will just be rehashing what's been said time and time again.

 

tuner kit doesn't include:
engine management
fuel system
fuel pump

the full kit is pretty complete. If you went with the tuner kit, I'd go with 650cc injectors, walbro and EMS of your choice

otherwise, exhaust, oil cooler, etc are recommended but not required

 

I don't know any statistics either on TN vs vortech, but I sure have seen a lot of blown TN engines over the years. Who knows what the reason was behind it. I suspect the TN kit can be made just as safe as any kit, but the owner or shop who sets it up needs to know what they're doing

 

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Basic premise of mechanical statistics......the more complex the system the more likely there is to be a failure. One of the reasons a two engine passenger jet is preferred over a four engine one.

Superchargers are fairly complex but not when compared to a turbo system with it's additional boost monitoring systems, boost control systems, 'turbo-timers' ('cool down' assist), etc. etc. etc.

To make matters worse, the turbo is a 'positive feedback' device......the faster it goes the more it drives the exhaust turbine and the faster it goes and..........eventually KERBLAMMO (if the wastegate fails, or the boost controller fails, etc.). With the supercharger it is a negative feedback system, the faster it goes the more it pressurizes until a limit is reached (belt slippage, boost lock, excess heating, etc.) and the system will 'plateau'.

It can still go KERBLAMMO but it is just a little less likely. If you can't spend lots of money on the best equipment or can ill-afford a blown motor, then the drawbacks of the supercharger system might be a better alternative to more power.

 

This is alot of GREAT info guys, Thanks for all of it, I appreciate it =)

So what is the best way to go for a tune, a reflashed ECU, a piggyback EMS, or a standalone EMS. Which one do you all use or have used?

Whats a piggyback EMS vs a Standalone EMS. Is the standalone like the HKS F-CON? And a piggyback is what comes with the FULL kit?

 

yeah there's no way around it, turbos add some variables to the tune that aren't there with a supercharger. Boost can vary depending on rpm and the gear you're in.

Instead of being a 2D map with throttle vs rpm while PSI is consistent,
turbos need a 3D map with throttle vs rpm vs psi where all 3 are variables

 

Hey! What's 'SLOW' - this is relative. What's your WHP & WTORQ? Just curious. What did 9.5K get you? I want to do FI too someday.

 

no i wont be going with twins

 

So what is this S-Trim vs T-trim or whatever... Can any one explain?

 

the SC-trim comes with the standard kit.

The T-trim and Si-trim are blowers that have larger impellers and can make more power. The T-trim is much more expensive than the Si-trim though. The Si-trim is new and can make about 95% the power the T-trim can, and it's a much more efficient blower