Who tracks their supercharged SRT-10?

[KaiPL]

The thread on supercharger pricing has piqued my interest in superchargers.

I've always thought that a supercharged car wouldn't hold up as well as a naturally aspirated car under heavy stress.

Any of you with supercharged cars run them for long sessions at the track?

Can a supercharged engine hold up to multiple 45 minute track session without getting overheated? What about running an open road race? I've heard assertions on the open road racing forums that supercharged Vipers are prone to melt-down during prolonged high-speed racing.

As for throttle response, how linear is the power curve? Do you get sudden jumps in boost, or can you make careful throttle input at the track? Folks here seem to use the Paxton unit as the supercharger of choice. I've always heard that the Paxton design doesn't provide the linear response of a twin screw design. Any truth to this? (probably a moot issue, as the Roe twin screw supercharger isn't available, and I don't know of anyone else who sells a twin screw unit for the SRT-10.)

I've been looking at a naturally aspirated engine upgrade for a while now. I'm just wondering if my preconcieved notions about superchargers are true, false, or something in between.

Kai

 

[ViperGMC]

There is no question you are putting more strain on the engine with a SC, you are asking it to do more. I have tracked mine 4 times this year and have had no issues at all, except that it’s more power than I have been able to harness well, yet, getting better every time.. I really like the power curve of the Paxton unit. Our V10’s have great low end already and the Paxton really starts to kit in around 3K so to me if matches up well. It has a very predictable curve. It is very street-able as well. My track runs are of the 20-30 minute variety, I have never run 45 minutes, usually 30 minutes on 30 off, all day. Temp has always stayed around 200. I am never really sustaining a boost on a road course, it’s accelerate, brake, accelerate, brake, etc. Brakes and tires definitely get much hotter than normal, but I do not notice the engine temp changing much over street driving.

I drive my car everyday, putting about 1,500 miles a month and so far no issues with the Paxton unit.

 

[GR8_ASP]

I would agree that the response is smooth. Even at the fuel pressure transition points it is quite stable (which surprised me a little).If you are in a typical turn and the revs have dropped corner exit should be very smooth.

Not sure on the temps but so far it has been quite constant. I would insulate the added fuel system components (and plan on doing so anyway).

Not sure how well the air to water cooler maintains its temperatures over the long haul. The cooler's radiator size is moderate and inlet temps may rise over time. That may indicate a desire to keep the mixture on the rich side so as to provide a cushion for high inlet air temps (the stock Paxton cal is quite rich).

I will tell you more next month when I put it on the track for the first time

 

[Joseph Dell]

Although it isn't a genIII, i have tracked my GenII with the paxton. i found that the motor would get a little hot after 20-30 min (and that day it was like 95 degrees in the shade) and so i'd take breaks. but i never had issues with it. it was definitely a hoot! you are rarely under high levels of boost on a road course except in the straights as accelleration is smooth (imagine a waw egg under the accellerator... now press smoothly).

JD

 

[GR8_ASP]

Oh common Joe, please tell us what a waw egg is!

I agree as there should be plenty of non boost time. In 3rd gear I would imagine WOT accels much of the time. If 2nd is used the raw egg comment would clearly come into play. But the fact that the boost builds relatively linearly makes the self control issue easier to handle. At Gingerman you are in 3rd most of the time, except for a quich 4th gear period on the 2 longer straights (boosted, stay in 3rd stock) based on my experience prior to boost. That is because I just about reached redline on thos straights before. It is going to make braking more exciting!

 

[ARMORGOD]

Oh common Joe, please tell us what a waw egg is!

Silly rabbit...

a waw egg is simply one that is uncwooked.

 

[MAVERICK]

I was at Sebring this week and had no problems with the Paxton SC. It was a real hoot accelerating out of corner into long straight aways and going to boost. But your right, the accelerator is not an on/off switch. I did not go over 25 minutes on the track.... with cast iron pistons I was afraid to over stress the engine.

 

[Joseph Dell]

driving a SC on the track is very different than driving a non-SC car. In fact, i found myself keeping the car in different gears b/c of the power bands. NA I'd be 4-5k on the tach... SC i'm more in the 3-4k... but that is just me.

waw egw can gwet on your weg when you push too ******* the go-fwast pwedal!

 

[Viper X]

Hi Kai,

I only "tracked" mine once and took it fairly easy. No cooling problems, more power than you need and very, very linear and controlable.

I would say ditto to what ViperGMC said.

I chose to go with the Stage III heads and B $ B headers and exhaust so that I could make more power without adding boost. My Paxton is set at the minimum boost level. Side sills are cool even with high flow cats. I will likely add the vented hood later this year as the weather heats up as a precaution. I may also go to a large radiator if cooling issues come up.

There's nothing like accelerating down the staight under boost. Unbelieveable power that just keeps coming.

Good luck,

Dan

 

[Travis]

I was at Sebring this week and had no problems with the Paxton SC. It was a real hoot accelerating out of corner into long straight aways and going to boost. But your right, the accelerator is not an on/off switch. I did not go over 25 minutes on the track.... with cast iron pistons I was afraid to over stress the engine.

Cast iron pistons huh?