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N20 works in two ways. One it does have a cooling effect, but that is not the primary reason it adds power. It's main purpose is to introduce more oxygen into the cylinder. When N2O reaches about 570 F the oxygen seperates from the nitrogen, thus adding more O2 to the cylinder. Giving you the ability to add more fuel. N2O will raise cylinder pressure also just like a turbo or supercharger. The reason the 2.4 died was more than likely because it leaned out.
When it comes to a turbo setup, everyone talks about lag being bad and such. Well, power comes with lag. A larger turbo is going to have more than a smaller turbo. Obviously, its turbine is slightly larger than the smaller. But it will have better high rpm capabilities verses one that is too small. The small turbo will give you great off idle response, but there will become a point in the rpm range where it will become a restriction and stop making power. It seems everyone wants to run high boost levels and such. But few actually take into consideration that boost refers to restriction. Meaning that if you do head work and such to help airflow you can make the same power using less boost. Helping to stay within a specific octane rating. Another misconception is that you must lower your compression anytime you boost an engine. You don't have to as long as your staying within reasonable boost levels, and have a properly intercooled setup. Most stock engines can run 5-6 psi safely on stock CR.
On superchargers with a non-cog style belt. It is very possible and more than likely that some belt slippage does exist. Be that it might be almost immeasureable, but it is present. Based on choices of superchargers, a centrifigul or screw type are more efficient designs than the old roots style blowers. They are able to create higher boost levels with less heating of the air charge.
Each one has its short comings. But, they all acomplish one thing and that is to add power. Deciding what one you want to use is entirely up to you, and what you feel comfortable with doing and what you can afford. I am sure I missed somethings, but this is a general overview of each one. Sorry it was long.
When it comes to a turbo setup, everyone talks about lag being bad and such. Well, power comes with lag. A larger turbo is going to have more than a smaller turbo. Obviously, its turbine is slightly larger than the smaller. But it will have better high rpm capabilities verses one that is too small. The small turbo will give you great off idle response, but there will become a point in the rpm range where it will become a restriction and stop making power. It seems everyone wants to run high boost levels and such. But few actually take into consideration that boost refers to restriction. Meaning that if you do head work and such to help airflow you can make the same power using less boost. Helping to stay within a specific octane rating. Another misconception is that you must lower your compression anytime you boost an engine. You don't have to as long as your staying within reasonable boost levels, and have a properly intercooled setup. Most stock engines can run 5-6 psi safely on stock CR.
On superchargers with a non-cog style belt. It is very possible and more than likely that some belt slippage does exist. Be that it might be almost immeasureable, but it is present. Based on choices of superchargers, a centrifigul or screw type are more efficient designs than the old roots style blowers. They are able to create higher boost levels with less heating of the air charge.
Each one has its short comings. But, they all acomplish one thing and that is to add power. Deciding what one you want to use is entirely up to you, and what you feel comfortable with doing and what you can afford. I am sure I missed somethings, but this is a general overview of each one. Sorry it was long.
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