For all those with current / past supercharger experiences, how long will the s/c last before it goes and you have to rebuild/replace (50,000 100,000 forever if you take care of it)? I know little to nothing about s/c and am very interested in how long it will last, what will the maintenance be (i.e. I believe with the Saleen s/c you change the oil when you change your oil in the car). Is the maintenance expensive?

 

Anybody?

 

that is a good question, sorry I can't help you. I don't know much about s/c's

 

I want to know this also. An s/c is very appealing...but at the same time, very scary to put on your daily driver...=/

 

Yeah....I don't know about the Cobras that were supercharged, but the old Thunderbird Supercoupes with the 3.8L S/C did not seem to hold up at all. I think their life expectancy was about 50,000 miles. I don't think I have ever seen one with more miles than that.

 

my buddies tbird supercoupe has over 90k miles on it, and hasnt been reubuilt yet. he also doesnt drive it hard at all, he drives it like a grandma (20 inch 108 spoke daytons on it lol)

 

Wow...that's amazing. That is by far the most miles I have heard of on a T-bird SC.

 

KansasCityTim; GULP - 90,000 is a lot? Is that just with the T-bird SC or with s/c in general?

 

There is no reason a positive displacement superchrger can't outlast you with good maintenance and care.

 

Welp...best input I have is that the s/c on my previous grand prix GTP had 140k on it and still going strong. The only thing I had to replace on it was the nose piece since the bearing went in it.

 

No. That comment says nothing to the Mustang. I just know there were a lot of longevity problems with Supercoupes. I was kind of a fan of them back in the early 90's. Of course, there have been a lot of technology advances since 1990, and the 3.8L in the T-Bird and our 4.6L (and the GT500's 5.4L) are definitely different beasts. Once again, I have no idea how these newer engines hold up, but I would guess they have to be better than the 3.8Ls.

 

My friends Tbird sc, 1994, has 146k miles on her and the engine and tranny are still original and never rebuilt. But theres soemthing to say for a factory supercharger on an engine vs an aftermarket.

 

I am currently driving a GTP... It's got 73,XXX miles on it and all I have had to do with the supercharger is change its oil, no problems!

In fact, if you head over to www.clubgp.com you will find many more people that have a lot more miles and mods with no blower problems.

 

What does it cost to have the oil changed in the s/c and how often do you do it? Is it easy enough to do at home? Any other routine maintenance?

 

IF it's installed correctly it'll last. But I heard if you just drop a supercharger on without changing certain parts like pulley's, gears, intercooler, etc, it could put too much strain on your engine and drivetrain. If you don't plan on anything but a S/C, you prolly shouldn't be considering this.

 

If tuned correctly you should have no issues with your drivetrain except maybe the clutch and if you make enought power the tranny may not be strong enough. I have seen 99+ lightnings with 150k+ miles on them with no engine probs. Also had a friend with a 99 gt that had a vortec s trim that had 150k when he sold it and still purred like a kitten. Dont see why you would have any issues with durability .

 

I would imagine it would also depend on how aggresively you set the boost. I don't think the GT500 is going to run a really high amount is it?

 

i dont know anything bout the new roots style one they are using, but the original one i heard was capable of 22psi safe. The new one will probably be in the 8-12psi range.

 

10.5 psi is the latest I have heard.

 

If, a great question

The problem of the SC of twin screw is the tension that the band does on the axle, provoking that the rolling harms; this problem was seen in the XR7 and Thunderbirds SC of beginning of ' 90s, to the being Eaton of capacity of 8 psi.



I have seen that the GT500 of the spectacle, that the axle ( the one that goes of the band and roller ) is more short than his predecessors, probably Designers ones already realized how it was harming the tension and cutting force to high revolutions, overcoat to the roller and that this was of benefit in much on having received so much cutting force, to the most short being the transition of the force of the axle to the rolling and of there to the twin screw.

GT500 SVT.


The SC of Kenne Bell twin screw, though they are of great length, have reinforcements in the axle of the roller.

More the BLOWZILLA 2.2L of 9 - 20 psi. is of short size in the axle of transition and very seemed to the GT500.



See my point : having made the axle more short , undoubtedly it is possible to eliminate this problem that has all the SC of twin screw and to have more psi enclosed. With a good maintenance I do not see any problem....