i feel that this car is hitting the streets with a full complement of available modifications, thanks to the LX cars.

i also feel that too many people instantly flock to forced induction for power, but they arent prepared for the amount of work required to get the most out of their forced induction setup.

the STS setup is nice, but having the turbo that far from the entry point to the engine brings up two issues. the first is boost loss. my turbo on my laser is only a few feet of piping from the throttle body, but if i measure boost at the housing, and measure boost at the throttle body, there is a difference...now imagine if that boost is forced to travel from the rear diff to the throttle body mounted at the front of the engine bay. throw an intercooler into that, and there is a fair amount of boost loss. the next problem is lag. lag is caused by the fact that the turbo needs to "spool" by means of exhaust pressure, so it takes some rpm before it creates boost. much like the boost loss created by the length of tubing, the boost being created is not only lagged during the process of spooling the turbo, but also in traveling from the compressor to the throttle body.

i was reading the other day about the supercharger setup on the new ZR1, and it is almost as efficient as many turbo setups.

nitrous is the most effective of the forced induction setups, but it is also something that "runs out", and there are far more variables with nitrous, such as bottle pressure...so tuning is a very important issue, as the nitrous can lean an engine in a hurry. ive heard quite a few stories about how people were "Safely running a 75 shot" on new hemi engines, only to cook the motor. a very basic nitrous kit put a friends STOCK 1995 4 cylinder 5 speed chrysler sebring into the high 14s...running a 65 shot.