CARB compliance is really just a concern for the CA market and as Christo points out it really is a huge gamble to go through the headache and still take a financial hit when no one buys the kit. This was the exact issue with the Safari kit Man-a-Fre imported. They took on the expense and effort of getting that kit CARB compliant, imported the 25 kits from APS and then watched as no one was prepared to spend north of $5K and bring their truck to Simi Valley. I've talked with them and with the MagnaFlow guys (again, local in SoCal) about the CARB process and it is a very tedious, bureaucratric, slow process. Companies have to go with the biggest market share to recoup their losses so a tiny market like the 80-series is essentially a dead end from the start.
Sumotoy, you bring up the intercooler point again as you have in other threads and in an example like this the intercooler - as well as all the other peripherals - are identical in either s/c or turbo. Rick or anyone else is going to have to source an intercooler, fuel delivery mods, ecu management, etc for either system. Yes, a true comparo would have just the bolt on s/c and the turbo consisting of just the manifold and turbo. But as you indicate, both would benefit tremendously from adding an intercooler into the system, supplying more fuel and controlling things with a piggyback ecu. So expenses will come pretty close to eachother in each system I bet. Just ask Christo how much he would charge for the s/c installed with the same peripherals he has in his turbo kit. And for someone like Rick that has sourced that cast manifold for under $300 and will likely find a good single turbo for under $1K he is well on the way to having a lot more under the hood for what it would cost to get the Kazuma/TRD eaton unit.
And yes, the harder you push that M90 to compress intake air the more it takes from your crankshaft. Is there similar "power" losses from spooling a turbo - yes, but with the ball-bearing models out there now it really is trivial compared to a blower. The bigger eaton might look like the hot ticket too but I'm betting it has even larger centrifugal/centripetal forces such that spinning it up to 7 psi or so requires even more energy from your crank.
Sumotoy, you bring up the intercooler point again as you have in other threads and in an example like this the intercooler - as well as all the other peripherals - are identical in either s/c or turbo. Rick or anyone else is going to have to source an intercooler, fuel delivery mods, ecu management, etc for either system. Yes, a true comparo would have just the bolt on s/c and the turbo consisting of just the manifold and turbo. But as you indicate, both would benefit tremendously from adding an intercooler into the system, supplying more fuel and controlling things with a piggyback ecu. So expenses will come pretty close to eachother in each system I bet. Just ask Christo how much he would charge for the s/c installed with the same peripherals he has in his turbo kit. And for someone like Rick that has sourced that cast manifold for under $300 and will likely find a good single turbo for under $1K he is well on the way to having a lot more under the hood for what it would cost to get the Kazuma/TRD eaton unit.
And yes, the harder you push that M90 to compress intake air the more it takes from your crankshaft. Is there similar "power" losses from spooling a turbo - yes, but with the ball-bearing models out there now it really is trivial compared to a blower. The bigger eaton might look like the hot ticket too but I'm betting it has even larger centrifugal/centripetal forces such that spinning it up to 7 psi or so requires even more energy from your crank.
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