Do you have any long term data yet?

Also, what is the typical life cycle of a turbocharger?

If the STS was CARB certified it would be a harder choice for sure here in CA

 

Turbos have been in cars for ages. STS is more the remote mounting thing than the unit itself. A GT-70 turbo is not made by STS. What more data do you need?

 

Long term data - wish I knew. My 04' Tahoe has 4,000 miles and I will be getting my STS within the next 6 months. I'm hoping it last for 10 years. All kidding aside, the Garrett turbos have been used in many applications for years, someone else might have a life cycle but I do not.

CARB certified - can't argue with that. Here in the Texas panhandle we don't blow or anything. Emission testing doesn't concern many around here. If your headlights, blinkers, horn and brakes work then you are A-OK.

this has been an excellent thread that started with the pros and cons of STS vs. Radix. During all this we have even seen arguments for different style blowers. IMHO, everyone has their favs - import/domestic, Ford/Chevy/Dodge, N/A/turbo/SC/NOS.......
True gearheads - with properly built set-ups - can be successful with whatever their hands touch. We have a lot of STS kits running around here. Our Distributer just finished putting one on a Dodge Hemi. First kit that we are aware of. No dyno numbers yet because Dodge hasn't released a way to tune. This thing is a beast!! I say Good luck to all, and when it comes time for me to do some serious mods then I like the STS kit.

With the 2-step boost controller I can run 5 #'s w/out meth for normal use. Then if I feel frisky - hit the switch, which will arm the meth, and push 13 #'s. 350 RWHP or 450 RWHp. Not a bad setup for under $5000. No headers, cam, intake, pulley, intake,etc...and the tuning comes with it. Huge Fan!! Can't wait!! The only negative comment that I could say about a SC is for the same amount of money I think the STS kit will out perform it AND have more potential. Since the money is fairly close and someone builds a nice Radix set-up, maybe I'm off base. A nice heads- up would be informative.
Cheers

 

Don't really need any data, I was just curious is all.
I understand the differences between the STS kit and branded turbos.

The reason I was curious is from what I've read.....like how heat cycles can negatively affect the lifespan of a turbo(i.e. GT-70).

 

That 2-step booster is an awesome feature! Makes the system alot more flexible, in my eyes anyway.

I'd love to ride in an STS truck to feel 1st hand just how much turbo lag is going on there.

 

 

good stuff moregrip. Well I think I finally agree with you...












...we are both splitting hairs
I am not bowing out yet. I just need to find that NHRA rule. Then the "off idle" change in manifold pressure variances between a roots blower and a twin screw compressor can be settled

 

by all means, take your time.

 

Oh ye of little faith:

This letter is being sent to clarify recent events concerning PSI superchargers, and more specifically to explain that NHRA did NOT ban all PSI screw superchargers.

In April, 1997, a letter was sent to PSI outlining a rules change which states that only those screw superchargers which were generally available to the public on Jan. 1, 1997, are permitted in NHRA competition. The letter further states that if any changes are desired, photos, drawings, etc., had to be submitted in advance and a request made for acceptance. (Simply making a request does not necessarily imply a change will be accepted.) The reason for this rule change was to prevent a "supercharger war" and resultant cost escalation to the racer.

No request for changes of any kind has ever been received from PSI since the April letter. As of Jan. 1, 1997, the "A," "B," and "D" models were the only PSI screw superchargers generally available and are the only ones permitted in competition. The "C" model never entered production, according to PSI, and was never generally available and, therefore, has never been permitted under the April 1997 ruling.

Prior to the Mac Tools Gatornationals, NHRA received information that several teams were using a new "E" model PSI supercharger. Since the "E" model is significantly different from the "A", "B" or "D" models, and since it was never submitted to NHRA for acceptance, such a supercharger would be prohibited. In order to avoid undue embarrassment for any competitors who may have installed this supercharger, a letter was issued to all Federal-Mogul Dragster and Funny Car teams explaining that the only PSI screw superchargers legal for competition under current rules are the "A," "B," and "D" models.

 

Proposed Rules Changes For Federal-Mogul Funny Car And Dragster

The changes noted below have been proposed for NHRA's Federal-Mogul Funny Car and Federal-Mogul Dragster classes, effective Jan. 1, 2000.

FMFC proposed rules changes
1. 528-cubic-inch maximum displacement; 500-cubic-inch minimum displacement
2. 2,300 pounds minimum weight
3. 1.44 maximum overdrive on Whipple screw-type supercharger; 2.02 maximum overdrive on PSI screw-type supercharger; 1.70 maximum overdrive on high-helix Roots-type supercharger
4. rear-end gear limited to 4.10 numerical maximum
5. transmission limited to maximum three forward speeds
6. maximum tire circumference, 118 inches; minimum tire circumference, 110 inches

FMD proposed rules changes
1. 475-cubic-inch maximum displacement, 449-cubic-inch minimum displacement
2. 2,150 pounds minimum weight
3. 1.37 maximum overdrive on Whipple screw-type supercharger; 1.93 maximum overdrive on PSI screw-type supercharger; 1.60 maximum overdrive on high-helix Roots-type supercharger
4. rear-end gear limited to 4.56 numerical maximum
5. maximum tire circumference 118 inches; minimum tire circumference 110 inches
6. reserved for alcohol-burning, supercharged engines only; all other combinations prohibited