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Output Twin
what would be a better choice, supercharger, or twin turbos in a 2007 jeep with a 4.7 V8?
I want to modify my 2007 Jeep Grand Cherokee with the powertech 4.7 liter V8 engine. currently the peak horsepower output is in the vicinity of 265 horse. I want to make up for that tragic number with a twin turbo or a supercharger. But what will last longer?
Supercharger!
Turbos have lag and run off exhaust. They wear out faster than a belt ran supercharger.
You also have to let turbos cool before shutting off the engine.
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{ 2 comments }
Over the three days around 20 runs were completed rather than the 7 originally planned.
Speeds higher than 5mph could have been attained but the aircraft had no brakes and we had no experience of trying to stop a plane like this. There complexity of arranging the insurance was sufficient to make sure that we didn't have to claim
We used 2nd gear in the 6-speed low range to limit the torque being fed to the driveshafts. With the vehicle ballasted to more than 7 tons there was a risk of overloading transmission components which were not protected to the normal extent by wheelspin.
The Touareg V10 TDI does not need a low-range for standard towing or climbing gradients. It was fitted to provide sensitive control of the vehicle at very low speeds speed such as when negotiating extreme off-road conditions. It was the availability of this very low gearing linked through a torque-converter to the high torque output of the twin turbo V10 TDI that prompted us to ask our German colleagues whether suspension, body structure, wheels, tyres and other parts of the transmission were up to the task. Some months later they told us that the Volkswagen “calculations department” had given the go ahead for a trial on a Lufthansa 747-400 which was heavier than the aircraft we used. This was successful and we borrowed the vehicle. As we said at the time, apart from a special US-style tow hitch and tyres inflated to twice the normal pressure plus ballast to bring the Touareg to 7030kg including driver the vehicle was standard.
Some Internet comment at the time suggested that we might have burnt out a few clutches but using a torque converter with a very low overall gear ratio avoids this problem. The standard V10 TDI installation has a sensor that monitors transmission fluid temperature and this will cause the converter to be locked earlier if temperature rises beyond a certain value and engine power to be reduced if it rises still further. As the torque converter was slipping for only a few seconds during each start this function was not invoked in any of the runs.
Paul Buckett
Head of Press and Public Relations
Volkswagen Group UK Ltd
Over the three days around 20 runs were completed rather than the 7 originally planned.
Speeds higher than 5mph could have been attained but the aircraft had no brakes and we had no experience of trying to stop a plane like this. There complexity of arranging the insurance was sufficient to make sure that we didn't have to claim
We used 2nd gear in the 6-speed low range to limit the torque being fed to the driveshafts. With the vehicle ballasted to more than 7 tons there was a risk of overloading transmission components which were not protected to the normal extent by wheelspin.
The Touareg V10 TDI does not need a low-range for standard towing or climbing gradients. It was fitted to provide sensitive control of the vehicle at very low speeds speed such as when negotiating extreme off-road conditions. It was the availability of this very low gearing linked through a torque-converter to the high torque output of the twin turbo V10 TDI that prompted us to ask our German colleagues whether suspension, body structure, wheels, tyres and other parts of the transmission were up to the task. Some months later they told us that the Volkswagen “calculations department” had given the go ahead for a trial on a Lufthansa 747-400 which was heavier than the aircraft we used. This was successful and we borrowed the vehicle. As we said at the time, apart from a special US-style tow hitch and tyres inflated to twice the normal pressure plus ballast to bring the Touareg to 7030kg including driver the vehicle was standard.
Some Internet comment at the time suggested that we might have burnt out a few clutches but using a torque converter with a very low overall gear ratio avoids this problem. The standard V10 TDI installation has a sensor that monitors transmission fluid temperature and this will cause the converter to be locked earlier if temperature rises beyond a certain value and engine power to be reduced if it rises still further. As the torque converter was slipping for only a few seconds during each start this function was not invoked in any of the runs.
Paul Buckett
Head of Press and Public Relations
Volkswagen Group UK Ltd
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