POLL: Should I turbocharge or supercharge my BRZ/GT86/FRS? #50YearsofBoxer

12 May 2016

After conducting a bit of research, it looks like fitting a supercharger is the best option for the BRZ. Supposedly a turbocharger puts quite a lot of stress on the engine and I don’t really want to touch the internals. Whereas the lower torque of a supercharger is easier on the engine while still giving significant top end gains.

It’s also much easier to source a supercharger in the UK. My colleague Matt Robinson investigated this during his review of the Cosworth GT86:

“Going only on anecdotal evidence, it seems very much like there are far more supercharging options available in the UK for the GT86 than turbo kits. The reason? It’s all to do with where the steering wheel is.
On all GT86s and BRZs, the exhaust manifold exits to the left-hand side of the car. So, on left-hand drive vehicles, there’s a nice space for a turbo on the other side of the engine. On right-hand drive cars though, that space is taken up by the steering column. It is possible to mount a turbo further forward and lower down, but it’s not the best place for keeping a blower cool, Feasey tells us.
So, if your steering wheel’s on the right, you’re better off with a supercharger.”

So, it’s fair to say that I have my heart set on a supercharger. But what would you guys do? Let me know by taking the poll below!

Make sure to join the GT86/BRZ/FRS Forum to follow the build!

Comments

Procharger all day

Turbo

fight! fight! fight!

Twincharge. If not possible, than supercharge it :D

Buy a WRX

That advice is terrible. Whether you want a s/c or t/c will depend on what you want out of your car. The stock FA20 engine will take either just fine, LHD or RHD, as long as you have low boost (< 10 to 12 psi or so - if you want higher boost you’ll have to starting fully building the engine). Both have their advantages and disadvantages (as does the type of supercharger too).

FYI, I have a low-mount turbo charger on a RHD car. Contrary to the article’s statement,the low mount in front of the engine at the bottom right has ZERO heat issues. It has cast iron headers. The charge air is intercooled with a liquid based heat exchanger: the intake temps are incredibly stable, way better than air-to-air intercoolers, and the intake and exhaust paths are short, resulting in minimum turbo lag, fairly flat torque, and linear power delivery.