Just do a quick re-ring on it. The kit will cost you less than $300 and you'll be starting off with fresh rings/bearings so no worries. Then spend the rest on a turbo kit

~Telling the truth~

Why the Turbo?
We contend that the turbocharger is the superior part with respect to all forced induction mechanisms.

Power
The turbo will always have the power advantage due to the fact that it requires less power from the engine to
drive it than any belt driven supercharger. Belt driven superchargers siphon off between 8% and 20% of the crank
power, depending on circumstances. The turbo only steals 2% to 3% from the crank, and gets the rest from
the wasted heat and flow energy of the exhaust. Why give up 10% if you don’t have to? Would 10% be the difference between winning and losing?

Durability
Two areas establish the turbo as a highly durable mechanism; the trucking industry and the 24 hour Le Mans
Endurance Race. Just call truck repair facilities for the first category of information. Le Mans is a different
matter. Porsche has publically stated that their engineering department considers street versus race wear rates
as 1000 to 1. While perhaps a little high, one needs to assemble really good data to dispute Porsche.
Regardless, consider that this race covers 3,500 miles in 24 hours. Porsche says this is equivalent to 3,500,000 street miles and its also done without an oil change. The race has been won by a turbocharged car in the majority of events in the last 40 years. Please note that the factory team of Cadillac racers were all turbocharged.

So, what does it take for you to have a reliable turbo? Two things: use a top notch synthetic oil and change
it every 5000 miles.

Low RPM boost
Either low rpm boost is really not that desirable, or there are lots of centrifugal supercharger users that have
been fooling themselves. All other things being equal, the proper turbo makes all of it boost before the
centrifugal makes much of its boost. Ask yourself if you would prefer 10psi of intercooled turbo boost at
3000 rpm, or 3psi from the centrifugal supercharger. It is easy to imagine which is pulling harder at that point.

Why is this so? How does the turbo do that, particularly when they share the same style compressor? Easy
again; the turbo can speed up relative to the crankshaft, the centrifugal supercharger cannot. You will be
mightily impressed with the performance of a centrifugal compressor when it is allowed to speed up prior to the engine.


Economy
The turbo enjoys approximately a 10% economy advantage. Reason being; parasitic drag. When the
fuel costs eventually get high enough, I’ll wager that every supercharger maker in the world will be frantically
designing and tooling up to build a turbo.

Throttle Response
It is common for someone who has never driven a turbocharged car to complain about the lack of throttle
response due to turbo lag. While this is a dumb position to get caught in, it is also the wrong information.
When the driver of the Turbo 5.0 applies throttle, there is actually a small amount of boost in the system at
that instant. With a small amount of boost available to push its way into the manifold, rather than just atmospheric pressure, the driver will notice a small, but perceptible improvement in throttle response. With all of the advances in bearings, compressor and turbine design, housing design and engine management, turbo lag has become a non-issue.

Now, to dispel the Myths!

But I can’t stand the lag.
Just answer one basic question. If you are cruising along at 3000 revs and decide to nail the throttle, would
you prefer the minimal boost the centrifugal will “instantly” offer, or the 10psi that the turbo will reach in less than one
second? If you are cruising at 5000 rpm’s where the CS can actually make some boost, but not yet its maximum, its response is no faster than the turbo. Rest assured that with a turbo, at a cruise of 5000 revs, you can’t get your foot to the floor and off again without the turbo reaching full boost. The CS will respond quickly too, but it won’t reach full boost. That number is reserved for the absolute redline.

But turbos are hard to install!
The idea that one type of system is simpler to install and therefore better is not sound logic, if the more complex system has offsetting merit. Consider that ten extra hours spent installing a superior system quickly fades from importance if one drives this thing for a couple years and enjoys that difference everyday. Struggling without an intercooler and without a proper fuel system for two years makes 10 more hours up front seem like a bargain. And it is a bargain.

The fabled turbo heat problem.
Invariably a supercharger salesman will point to the turbo and flatly state that when it is glowing red hot, it will
melt everything under the hood. The problem is knowledge and integrity, not the turbo. Iron and steel begin to glow red at around 1100 F. The stock exhaust gas temperature is well in excess of that, thus the stock exhaust manifold glows when the car is driven hard. No damage is done in the stock condition and none will be done by the turbo.

The turbo doesn't have any power.
Although we would like to tout power with quotes of enormous numbers, the power is really going to be what you make of it. Heads, manifolds, cams, exhausts, boost pressures, turbo sizes, all have such a huge influence on power, that naming a specific output is utter folly. However, you may rest assured that whatever preparation path, if any, that you take with the engine, the turbo will provide substantially more power than any other form of forced induction.

Flexibility of power improvements
Unlike any other boost maker, the turbo can be made to change boost at the flip of a switch. Boost can be changed in the middle of a drag race if so desired. Try that trick with anything else. Boost can be made to run as low as 3 psi at full throttle, or well past 30 psi, but the success will always lie with keeping the boost consistent with the engine preparation.

http://www.cartech.net/95mustang.html
http://www.turbodrivenconcepts.com/50mustang.html

[spyder]

no turbo. my friend ran turbos in his mustang they kept screwing up random parts of his engine and it never ran right. run a supercharger. dont waste your time. the reason le mans and trucks run them is because turbos require less room than superchargers. and your percentages of stealing horsepower are a tad off, i've put underdrive pulleys in along with all new pulleys for that matter and i didn't notice jack, pulley's become a joke really, that and under driving your alternator and other parts of your system are not good just to squeeze maybe 2 - 4 horsepower out of a car. the fact is that there is lag, no matter what people may say, there physically is lag. exhaust drives the turbine , more exhuast flow = more power. if yuour sitting at a light , your stang is around say 600 - 700 rpm, the boost is so minimal. so if you were to gun it off the line, the boost would not kick in till that exhaust got the turbos spinnin. also, since the turbos use exhuast to spin the turbine, there creates backpressure which is the thing we all want to avoid in the exhaust system, robbing your car of even more power, making up for that "lost crank power". supercharger is belt driven so its always there, just gun it and go! as for worrying about mileage, do what nic said and re-ring it, then supercharge it. you should expect a 40 - 50% percent increase in horsepower. money!

no turbo. my friend ran turbos in his mustang they kept screwing up random parts of his engine and it never ran right.

What did the turbo have to do with it? Don't you think if the turbo was doing it, any other form of forced induction would have as well?

the reason le mans and trucks run them is because turbos require less room than superchargers.

Wrong. The reason they run them is because they're more efficient, more reliable, and make more horsepower. Try running a centrifugal supercharger flat out for 24 hours and tell me how it works out.

and your percentages of stealing horsepower are a tad off, i've put underdrive pulleys in along with all new pulleys for that matter and i didn't notice jack, pulley's become a joke really, that and under driving your alternator and other parts of your system are not good just to squeeze maybe 2 - 4 horsepower out of a car.

Tell that to the engineers at Cartech. They're the ones that came up with the numbers. Fact is, it takes horsepower from the crank to run the blower...one reason why the turbos will ALWAYS make more power given the same amount of boost.

[quote]the fact is that there is lag, no matter what people may say, there physically is lag. exhaust drives the turbine , more exhuast flow = more power. if yuour sitting at a light , your stang is around say 600 - 700 rpm, the boost is so minimal. so if you were to gun it off the line, the boost would not kick in till that exhaust got the turbos spinnin.[quote]

So if there's lag with the turbo's, why don't you talk about lag with the blowers? You'll never see full boost until redline with a centrifugal supercharger. I've got a friend with an Incon TT kit on his 5.0, he's seeing full boost (12 lbs) by 2800 rpm. Show me a supercharger pullied for 12 psi that's making 12 psi at 3500? 4500? No, not 'til redline! He switched from a Vortech to the turbos and picked up 5 mph and a half a second in the 1/4. I have another friend who just sold his vortech and bought a Cartech kit. No results yet, but he'll be making full boost sooner than he saw ANY boost with the Vortech.

also, since the turbos use exhuast to spin the turbine, there creates backpressure which is the thing we all want to avoid in the exhaust system, robbing your car of even more power, making up for that "lost crank power".

Again, given the same amount of boost, the turbo will ALWAYS make more horsepower than a supercharger. There is no arguing that point, it's a known, documented fact.

supercharger is belt driven so its always there, just gun it and go!

That's right, gun it, wait for boost to kick in about 3500 rpm, then you go! You'll see full boost once you get to redline. In the mean time, the guy with the turbo is seeing boost within 1 second and is making full boost before you ever make ANY boost.!

[Steven]

I will have to go along with Nic on the turbo argument. Turbos are far more superior than superchargers. Look what comes on talons from the factory a TURBO, so if turbos are so bad why would a car company put them on their cars. I have never seen a factory car with a Centrifugal Supercharger have you spyder?

[DaleBrown]

HAHAHA I love the bantering back and forth that is starting to grow more now between the supercharger and turbo guys. Heck soon it'll be as bad as the mustang vs camaro guys.

Anyway, I personally run a supercharger right now but have seriously thought about a turbo setup. I think you have to take a hard look at what you are going to be doing with the car when completed. Then work back from there and look at the advantages and disadvantes of each setup and make an "informed" decision. You should do this with every project you undertake.

[spyder]

talons are 4 cyclinders, is it even possible to supercharge a 4 cyclinder? i dont know about that. i would suppose. but why would you want to? anyway, your example is weak. the new 03 cobra is supercharged boys , not turbocharged. not to mention saleen's and roush's..shinoda boss. but i suppose steve saleen and jack roush should of used turbo's, they dont know jack about cars as it turns out.....?? piece.

[Steven]

All of the cars that you have mentioned have a roots style blower and not a centrifugal supercharger. Maybe you should look up what the difference is between the two, because the superchargers that Nic and I have been talking about are Centrifugal. And MOST street cars made by saleen and roush are pretty slow...except for the E-281 witch made 425hp, but is way too expensive for a regular person.

And talons may be only 4 bangers but you better watch out for them. I have seen some fast turbo talons that have pulled on supercharged mustangs. I am not a supporter of RICE but there are some fast ones out there.

And you are right DaleBrown you should always look at the purpose of the car before making any decisions. But a street driven car with a turbo is way better than a street car with a supercharger.

[GTRaptor]

I have to agree with Steven and Nic all the way, Turbos are more efficient than SCs.

The reason behind Saleen and others not using Turbos has to do with costs. Turbos on a V8 are complicated to install, you have limited underhood space and tons of piping.
On the other hand 4 cyl cars have plenty of room and thats why most of them will run turbos instead of superchargers. Not to mention that a Supercharger on a 4cyl will take away some serious power at low rpms before theres any boost available.

A turbo also requires different tuning, since the boost curve is flatter and not RPM dependant. On turbos backpressure is your enemy, but you can almost run a full open exhaust on a turboed car without making much noise

[Ron]

I understand all the reasons back and forth, but I would like to throw out one question.... who makes a Calif. legal turbo? Blowers are much easier to install and maintain. I think for a street car the roots type blower would be the choice to go with.

[Steven]

Roots type blowers are good for the street becasue they make boost as soon as you put on that gas and they make alot of torque. However they are very limiting when it comes to making high hp numbers.

[JUSTNLX]

Wow!!!! I love it!!!!!!

Turbo, turbo, turbo, turbo. I can't seem to say it enough!

A Talon is a bad example. Lets try, oh say, an Incon Twin Turbo 91 LX 5.0. This thing comes up on FULL BOOST by 2500-2800 rpms. I did not say, starts to build boost, I said FULL BOOST! That’s not lag baby, that's motivating power. A supercharger will have boost right away yes, but, I love the but, it will not have full boost until the upper rpm range. I have, or had until I blow a gasket, 8lbs boost. I walked all over a 10lbs blown 5.0.

"The reason behind Saleen and others not using Turbos has to do with costs. Turbos on a V8 are complicated to install, you have limited underhood space and tons of piping. " Rob is right on the money here.

Exhaust does drive a turbo, but that’s not all. Heat expansion and velocity actually drives a turbo more. What is exhaust? Right, hot gas that is expanding. Why not take advantage of it? It’s FREE! Your engine is going to produce it anyway. All you have to do to keep velocity up is keep the heat in the exhaust. You do this by wrapping the exhaust or ceramic coatings. Set up right, backpressure is minimal. The only real backpressure comes from the exhaust system after the turbo. The chain starts: pressure from cyl, less pressure at turbine housing, even less pressure at exhaust system. This is a proper set-up.

Lag, that’s all in how you look at it. Yeah a turbo has lag. You are still at full boost before a supercharger is. And if you use twin smaller turbos, you’re up even faster. Does anyone know why NMRA only allows a single turbo? Because a twin turbo set-up is an unfair advantage over a supercharger. This is where NMRA takes advantage of a single turbos lag.

Well I’ve rambled enough. By the way Incon’s kit is Smog Nazi friendly

[JUSTNLX]

Originally posted by spyder
no turbo. my friend ran turbos in his mustang they kept screwing up random parts of his engine and it never ran right

By the way,

You can't just bolt turbos on. They have to be matched to your engine. You can have a meltdown if not properly matched

Ok first off turbo's will always produce more hp than a sc at the same boost level, But a supercharger has far less maintenance, and is more reliable. I work on cars all the time with both and the chargers go on and very rarely come back with problems, but the turbo cars have what seem to be endless problems. As for no cars coming with a centrifugal supercharger stock that is a load of crap. What about the shelby series 1, saleen s351, steeda Q, or the many other cars. Granted the blowers will produce less hp, but the will not have boost creep (blows up engines) as much heat problems, and the exhaust plumbing remains straightforward. You put a pullie designed for a certain level of boost and forget it. With a turbo you have to worry about wastegates, and the posssibility of a stuck wastegate (happens alot) major heat issues, and very complesx intake manifold routing. I love turbo's but they just arent as reliable as superchargers. And this is coming from a person that has helped put probobly 100 turbo kits on, and even more blowers.:gunslinge

[Ron]

You want a ton of HP for racing go for the turbo, you want HP and a streetable car go for the blower..........

I have to disagree...it's been my experience that the turbo cars my friend's have had have been far more reliable and streetable than the blowers they had before switching.