[Giallous?]

The biggest issue right now is they can't squeeze more HP out of the NA engines and the cars are not getting any lighter so they've hit a brick wall.

You need weight for top speed, according to everyone who has done Bonneville.
They are artificially limiting the top speed.
It's cheaper to engineer tires for 217 than it is for 240, because the higher-speed tires are so limited in market share that they become expensive.
Besides, people don't buy Lambos for top speed. How many do you know have even hit the speed limiter yet?

But, speaking for myself, I want all the top speed I can get, but I don't want to drive faster than my tires, so to speak.
The Bugatti, er Chevron or Croissant or whatever it was had tires that cost 42 grand per set. Lambo is not into that level of expense. They could use the same tires that the Chiron does, however, and I am surprised they do not.

But, the limiting thing is tires/expense, I think. Maybe liability if someone Cruise Missiles the thing into a hospital at Mach 0.3?

 

[Giallous?]

Thanks, for your detailed post. It has provided a few choices with points of contact which I have dutifully annotated and put on speed dial.

If you like close-to-naturally-aspirated behavior but love the dog-cringing turbo whistle, get custom cams that massively favor the bottom end of the RPM range, that would make the car peak at around 4000RPM naturally aspirated, (but still with events suiting a turbo) then add turbos to it, which will be rapidly energized at ultra-low revs (für ein turbomotor) then carry the top end FAR FAR past what a naturally-aspirated V12 could do.

This will give you all the power you could ever toke, and no surprise ass-first-into-ditch surprise of the top-spec Ferrari F40 Stradale edition, for example.

What ruins the turbo experience is lack of intelligent engineering. No one needs 200 hp at 5000RPm then 700 at 5,001, but too many turbos don't run power-band-widening "diesel truck"-flavored cams to spread the power out far, by producing plenty of cylinder filling and exhaust gas energy to spin those little windmills up at lower RPM, so it is press gas, wait, wait, wait, then call tow truck.

Now, if you get some kind of weird kick from feeling like a giant kicked punted your car over some far-off goalpasts at 6000 RPM, and are pointed in a straight line far from the sane people, then go for it, but giant compressor wheels and cam it like an F1 car, but be ready to treat your car at all times like you are riding with a knife-wielding crazy ex-gf who loves to smooch like a gourami but can also surprise you by cutting you at any moment.

But, to each his own; I used to sell turbo cars by getting them just moving, throwing them in 3rd gear and stomping on it, and waaaaiting for the turbo rush to REALLY demonstrate the power and fling us forward.

If your performance shop doesn't touch the cam when installing a turbo, install a different shop.

 

[Giallous?]

OK confess, did you know that or did you Google it?

But do you REMEMBER the whiteeye posters? The "I'd rather light than fight?" for the reduced-agent-orange versions for Tarry Tons?

 

[Giallous?]

Excellent points. All these turbo shops maximize their setups for peak hp and roll racing because that's what the customers want.

Ah, but you can have your cake and eat it too, if you find the right shop.

 

[Giallous?]

huh?

Turbo much power.
Big turbo much power sudden.
Small turbo much power less sudden.
Turbo high RPM cam surprise much power.
Turbo low-RPM cam much power much torque.
Same same low-RPM cam centrifugal blower.

 

[Giallous?]

Thanks my friend for both the information and the education. I am very new to sports cars and super cars so I have a steep learning curve.

Well, okay, then.
Turbochargers: if going for insane boost levels, then step up to a titanium compressor wheel, because titanium, though heavier than the more-often-used aluminum, has the strength to handle both the RPM and pressure difference across the vane surface without shattering. More mass leads to more lag, however, so that is a downside, but not smashing your compressor wheel is definitely an upside, if really going for broke on the compressor wheel front.

 

[Giallous?]

Kind of like money.

Too much is not enough
and if in doubt, double it.

"If you can leave two black stripes from the exit of one corner to the braking zone of the next, you have enough horsepower" -Mark Donohue.

 

[Giallous?]

Why ruin naturally aspirated status with turbos or supercharger

Answer: The challenge.

The challenge, to me, is to make the extra induction pressure as transparent and inobtrusive as possible, I mean, short of just slapping in a 9.0L Lambo offshore powerboat engine and calling'er done.

Examine which blower produce which boost at which heat levels. Some blowers add more heat to the intake charge for the same boost level, which is an indication of inefficiency. Good luck getting any makers to provide statistics on this. you may have to rig up a test rig yourself and drive it with an electric motor.

Example: 5000 RPM blower snout speed, stuffing air through a controlled orifice, results for example: 11PSI, 180 degrees F.
Then match all the other blowers to that 11PSI, with same orifice, and check RPM of blower snout, and degrees F.
Also, monitor amp draw of electric motor, and you will have a good idea of your power input to the blower.

It just depends on how thorough you want to be.