there is a debate on one of our local forums and here is a quote form it,

"i think it takes allot more work and skill to go fast with a turbo than it does all motor. tuning is much more difficult with boost, and getting horse power to stick on the ground at say 500 turbo as opposed to 300 allmotor isnt easy either."

What do you guys think about this ?

 

It takes a lot of skill to be on top of the game, regardless of class. 300whp n/a is more equivalent to 750-800whp turbo though, in my opinion. As far as how hard each is to achieve. Tuning wise, big turbo power is a bit more involved, it's a lot easier to blow up an 800whp turbo motor than it is a 300whp n/a motor. Especially seeing how the parts in each motor are of similar strength. But building an n/a 4 cly. capable of 300whp is very difficult.

 

That, and don't expect a 300whp NA car to get any kind of traction on street tires in the first two or three gears.

...Okay, maybe really BIG BFG's.

 

In front wheel drives case.......

 

Yes, FWD.

I should've specified.

 

motor technology has come along way and yes 300 is difficult but its not as hard as it seems to be.... i think 800 is harder to acheive in a turbo car since if you dyno on a roller! you need to bolt that sucker down!!

typical n/a setup for 300 range

block sleeved
bigger cc's of course
big crank w/ reduced mass
ti rod
light w/ pins
light piston (alter the pin locations and run high comp ratios 13.5 to 14.4
and a head that can flow the biggest number and a cam that can back it up
tuning
trans and a good clutch combo

keep in mind cams are prolly your best bet cuz anyone can make a big motor

 

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

hey now wheres the header , intake manifold, TB ....etc etc

I seems like it takes a lot more money and skills to make a 800 whp honda and to run the numbers. All motor we change a header and re-tune and an hour later done... A turbo car they change a turbo manifold, then they have to re-weld there dump tubes, charge pipes, resize there oil drain lines,,, and go re-tune that whole sucker over because the manifold might have totally different flow charactiristics..... I am no engine builder or tuner, but I speak from my own self , friends and aquaintences who own SFWD Turbo and All-Motor class cars.

 

Any generic statement to the effect that this is better than that, or doing this is harder than that usually comes from someone with a definite bias. Like Tony 1 said, being at the top of the game in any class is difficult.

 

i think the allmotor side is more difficult, first to get the head done up right, get the right combo, during assembly fight with piston dome, valve relief and clicking clearance not knowing whether the cam being used will be the best but in hopes that its the biggest to pass all clearance tolerances for other cams that'll be swapped in during trial when motor is built. then there is tuning, cam angle, ign timing, right cam overlap, best header combination, best intake manifold and how to get the air into the motor given orientation in the chassis ... right gear ratios, and lightening the car to be close to min weight restictions ... at the end of the day air ingestion /exhaustion is natural not forced lol

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CHEETAH &raquo;</TD></TR><TR><TD CLASS="quote">i think the allmotor side is more difficult, first to get the head done up right, get the right combo, during assembly fight with piston dome, valve relief and clicking clearance not knowing whether the cam being used will be the best but in hopes that its the biggest to pass all clearance tolerances for other cams that'll be swapped in during trial when motor is built. then there is tuning, cam angle, ign timing, right cam overlap, best header combination, best intake manifold and how to get the air into the motor given orientation in the chassis ... right gear ratios, and lightening the car to be close to min weight restictions ... at the end of the day air ingestion /exhaustion is natural not forced lol</TD></TR></TABLE>

^^^^

 

Cheetah, have you ever put together an 800+whp gasoline turbo B series?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CHEETAH &raquo;</TD></TR><TR><TD CLASS="quote">i think the allmotor side is more difficult, first to get the head done up right, get the right combo, during assembly fight with piston dome, valve relief and clicking clearance not knowing whether the cam being used will be the best but in hopes that its the biggest to pass all clearance tolerances for other cams that'll be swapped in during trial when motor is built. then there is tuning, cam angle, ign timing, right cam overlap, best header combination, best intake manifold and how to get the air into the motor given orientation in the chassis ... right gear ratios, and lightening the car to be close to min weight restictions ... at the end of the day air ingestion /exhaustion is natural not forced lol</TD></TR></TABLE>
And you dont think you dont have to do that with turbo? You'd be surprised...hehe

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Arturbo &raquo;</TD></TR><TR><TD CLASS="quote">
And you dont think you dont have to do that with turbo? You'd be surprised...hehe </TD></TR></TABLE>

Art that is a double negative.

 

oh well. my english is really bad. Noting new..lol tony gives me **** all the time.