I'm interested in your reply. Would you mind expanding your answer, please? Thanks.
Not at all.
I ran a centrifugal sc, an ATI Procharger, on my 2003 G35 coupe, with stock internals and 7 lb pulley. That unit and the Vortech are fundamentally the same, essentially a belt driven turbo. The ATI has a separate oil reservoir for lube, the Vortech taps the oil pan, the fuel management off the kit is aeromotive for the ATI and there are some folks that don't like that unit. But basically, I think they are both very sound and properly maintained can provide some very fine power for an extended period of time. I got 20,000 miles of virtually trouble free grins on mine, before giving it to a friend and going TT on my car. Subsequently he put over 60,000 miles on it, rebuilt it for cheap, built his motor and upgraded the fuel system and put a stronger pulley on it. Good products.
The challenge with the centrifugals is that they are "lazy". They did not wake up until about 3,000 rpm on the G, so while the power is great, it comes late relative to the Roots/Eaton type positive displacement blowers. The trade off with the straight twin screws is that while the power comes on very quickly and down low in the rpm band......they are all done in and through by about 3,000 rpms and flatten out/fall after that. Turbos come on late, but build even more power than the centrifugal SC units. And the thermal management and plumbing issues for them get to be very challenging.
When you start analyzing the power under the curve, its delivery, the torque and hp dynos etc., one seems compromises (there always are). I am a newcomer to this game with the Mark VIII, but from what I can see there is no plug and play or "bolt on" application for this car.
So, if one is going to have to go through the brain damage of adaptations, then one should open up their minds to doing any and all types of systems.
A fourth type of application, in addition to the above mentioned three, is the Lysholm type of lobed twin screw supercharger. Whipple here has the license. I am not familiar with all of the background issues of what and how that relationship works, and suspect it has to do with patents and proprietary rights to the design technologies, but suffice to say the unit delivers a much larger area under the curve for power...the down low "right now" power like the Roots/Eaton types, but also very strong mid to high range rpm grunt. Alas, while there are applications for newer model Mustangs, there are not for the older Cobra etc. So, some noodling and fiddling is going to be necessary to figure out if it could be made viable. I think this approach has some of the best returns available for power and simplicity...once someone who is a real maven at FI gets their arms around it. But the fitment is only the first part, and fuel management and tune are the next. It has yet to be done, and probably will take a few guys joining forces to underwrite it, which though not impossible, is still challenging to pull off.
