How about the difference in HEAT from the SC being driven from the crank? Is there a major difference here?
Casey, the SC is always compressing air while the crank is spinning which generates heat.
Turbos, on the other hand, really only compress air and generate boost under load.
Hey, are you back in Italy yet? Give me a call!
Paolo,
I disagree, Superchargers, depending on the system, can bypass any heat related pressure by cooling it thru an intercooler and then exiting thru the bypass. Turbo's on the other hand, the exhaust tract and the intake track share the same shaft in common (impeller shaft). Turbo's ALWAYS have heat backing up into the engine because of the exhaust restriction. This is why low boost turbo's MUST or should be intercooled vs. low boost S/C not having to be intercooled.
Another fact: Superchargers at cruising speed actually help the engine breathe because they help the engine put air into the motor at the same relative RPM. At cruising speed it's actually less work on the motor.
G
Gerald, I apologize for not making a full explanation in my previous post:
I think we are talking about 2 different kinds of heat: The kind of heat to which I was referring was the air intake charge becoming heated due to the nature of the compression of the air from the forced induction from either Turbo or supercharger.
With a supercharger system, at a certain RPM, the crank will spin the impeller of the supercharger at a certain speed compressing X amount of air molecules ie relatively more or less PSI with more or less RPM. THe higher the RPM(with a centrifugal blower) the more boost(air compression) ==> The more heat generated.
Now you just said, " Superchargers, depending on the system, can bypass any heat related pressure by cooling it thru an intercooler and then exiting thru the bypass."
What is effectively happening in this scenario is the following: The supercharger is compressing air making it hotter and then putting it through the intercooler effectively heat soaking the intercooler minimizing the marginal efficiency of the intercooler/power levels/the tune of the car/etc...
One possible solution to this problem would be to put the bypass BEFORE the intercooler which would solve the problem of this type of heat generation.
Now, here is my point: ==> The turbo on the other hand, cruising along, not under load DOES NOT make the near the same amount of boost it would at that same RPM under load. This is because the exhaust gases are basically at such a relatively low velocity(compared to under load conditions), you can have actually close to zero boost under light load cruising at say 3-4,000 RPM that you could never have with a supercharger.
Now the turbo heat you were describing would be classified as radiant heat. You are correct in saying the turbine and compressor sides share the common shaft. You should think of the turbine side and turbine impeller wheel as the pulley on your supercharger with the exhaust gases as the belt being driven by the crank. There is also a compressor side impeller wheel making two wheels in total. Yes they are close, but the turbo vipers with stock radiator run relatively cooler than a supercharger car with similar power levels. With the proper heat shielding and such the radiant heat becomes a non-issue on the turbo car. I am sure Eric Redsnake and Chad can comment on this phenomenon. It is due to this fact that I would put more of an emphasis on the compressed-air heating as being more relevant to whether either car runs hotter or not.
i want to see a couple races where a tt customer car with a 1000 rwhp run the entire day of competition NOT in the hands of a tuner! im talking about a customer driving there own 1000 plus rwhp car 
