1st

They're doing the same thing as every other automaker? How creative.

Well I know BMW is going all turbo, and alot of other manufactures are as well. For someone like BMW (who actually designs their own engines) it doesn't seem like much of a problem. They have the ability to know exactly what their designs can do, and can modify them if the need arises. However, what about a company like Ford or even Merc. I am less familiar with Merc's engines, but I'm sure they have a couple of turbo units (that aren't diesel). And Ford, well, I hope that means new engines.

Basically what I'm getting at is, you can make strong/reliable engines that are NA (but can not be turboed) like the 1ZZ-FE (compression ratio stock is way to high for it to do much good). Or you can specifically build an engine for boost, like the Ecotec 2.0 or VW/Audi 2.0T. So, I hope for everyone's sake these companies are building new engines (or at least beefing up designs and specs) to compensate for higher pressure, wear, and tear. It would suck to see Ford slap a turbo on a NA "stock" type engine and have them failing left and right after say 75k miles.

I'm all for turbo's, but I'd love me scroll/whipple supercharger. It sounds so lovely....
I don't generally like Fords, but the Mustang GT500. Yeah I'd drive that just for the supercharger whine.

I'd bet it'd beat a ZR1 too...LOL!

The ability or in ability for an engine to support forced induction is really a combination of two things:

1. Can the engine block/rotating assembly handle the extra pressure associated with forced induction.

2. If this is intended to be pump gas friendly, is the compression ratio/timing applicable to pump gas (91 octane).

Generally speaking, its best that a manufacture design a short block specifically for a forced induction application. This is because, under normal circumstances, the manufacturer would want to beef up the rods and pistons and even maybe the crank to support the extra pressure.

However In non-performance oriented situations, most existing blocks/rotating assemblies should be strong enough, though in some cases aluminum blocks can have issues with cracking, and an iron block may be better suited.

If manufacturers are looking at Turbocharging a vehicle to improve fuel efficency, then I would imagine these would be low-boost applications <= 6 lbs, which is maintainable under normal circumstances.

Pistons may need to be swapped on the production blocks to drop the compression ratios, but with modern DI the issue of compression ratios are higher anyway....and they don't seem to have an issue.

I do like the whine of a blower over a hair dryer myself as well!

i knew,this is going to happen, especially cars in the US.

If someone can make a car that sounds like a BF109 I will buy it.

@morgande:

All a supercharger is is a turbocharger hooked up in front of the intake compressing air off engine power. A turbocharger, for that matter, could be said to be a supercharger running off engine exhaust.

I've configured turbo engines that sound mighty close to what a supercharged engine is in most people's ears. I think most people just associate superchargers with big V8 engines and turbo's with small i4s and i6s. Add a turbo to a big V8 and the aural effects are not to dissimilar. They are there to be sure, but not that big a difference.

What are you talking about, Allen?

Wander over to youtube and check out a drive by with a supercharged cobalt ss or mustang gt500. A turbo can not sound like that.

A centrifugal supercharger is similar to a turbo (similar compressor design), but a scroll or whipple supercharger is nothing like a turbo.

Roots and Twin Screw superchargers whine. They are positive displacement superchargers, and they get that name because the volume of air they move stays about constant regardless of RPM. That means their effective boost levels main nearly constant as well. Roots and Twin Screw superchargers are great for off idle torque as result of this.

The Centrifugal supercharger does closely resembed a turbo, with the exception that it powered off the engine crank, like all superchargers. Turbos are power by the exhaust gases. also, Turbos and Centrigual superchargers boost levels will vary based on how fast they spin. Generally speaking, the slower the engine spins, the less boost it produces. Most forced induction applications such as these only start to produce noticable boost past 3000 RPM or so....though a combination of waste gates, and variable geomentry vanes in the turbos can speed things up quite a bit now.

However, no turbochargerd application can match a supercharger for low end power, however no supercharger (root or twin screw) can match a turbo at boost potential, because turbos and centrifugal superchargers can spin much faster than allowable in a roots or twin screw blower.

you guys like this idea by benz, well i have decided to start spitting into every 3rd car of all the new production chevys comming out i believe in having a little bit of myself in every car but at least every 3rd car sould give us the edge in the market we need to turn this shit arround. I know its a cool new idea i wouldent expect you import lovin' communists would understand. you might have to buy 3 cars to get some of my body fluids but i garuntee you will get one in 3 or i will come to your house and do your wife.

bobby L.