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Meghani Motorsports

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  • Name
    Noman Meghani
  • Car
    Lotus Evora Turbo
  • Location
    Houston Texas

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  1. Sorry for the late reply. Each have their advantages/disadvantages as others have stated. The placement and design of the stock non-intercooled Supercharger produces loads of heat, which after hard driving will produce less horsepower and have a greater potential for detonation. The boost cannot be electronically controlled with the supercharger, which require replacing the pulley. Superchargers tend to lose power at high RPM. The advantage of a supercharger is it produces more power in the lower rpm's. Our setup produces about ~25RWHP less under 3,000RPM, but makes more power and torque everywhere else, even compared to the fully modified Evora S. We've PM'd Bibs, and are looking into becoming a sponsor. The exhaust is fully customizable, we can add an extra high flow catalytic converter or muffler, as well as have the wastegate dump recirculated into the exhaust. The car has catalytic converters in the stock manifolds which allow it to pass emissions here, even with a straight pipe from the turbo. We have about 500 miles on the turbo setup and everything is functioning great. We've taken Two NA Evora owners for test rides and the reaction has been positive, 100% different animal with 400RWHP. The chassis is amazing with the added power, it makes up for where the car lacks. No more passing high horsepower cars in the corners to be passed back on the straights. The Evora S is in the states. We've been talking with an Evora S owner that is interested in Twin charging, to get the advantages of both the supercharger and turbocharger.
  2. With forced induction there is always a bit of "lag". With this setup it is very minimal, reaching 5PSI at 2500RPM in 1st-3rd gear and 2,000RPM 4th-6th gear. The Triple Ceramic, oil-less, billet turbo we used is much faster spooling and more technologically advanced than any other aftermarket turbo. The engine displacement, VVTI and higher compression all make for a quicker spool as well. The small amount of intercooler piping and highly efficient air-to-water intercooler has a very low pressure drop as well. We chose this turbo specifically for quicker spool, linear/usable powerband and the ability to run low boost at high efficiency at 400RWHP with the ability to make 5-600RWHP in the future. The track inspired nature of this car has not been compromised. My main hobby is road-racing, where a linear powerband is much better than a car that makes no power until 6,000 RPM. Take this car to the road course or carve up a back road, you will always be in boost and producing more usable power. For a reference, look at the stock Evora and Evora S dyno chart curves below. There is more power everywhere in the curve compared to the stock Evora and nearly everywhere compared to the Evora S. The turbo powerband also does not fall off at the top like the Evora and Evora S. There is no huge blip of power compared to a car running a huge turbo at very high boost, which is what most people associate as undesirable turbo lag for cornering. Turbo Evora Dyno Chart Stock NA Evora Dyno Sheet Evora S with a few mods, Dyno
  3. No lag at all. Spools at 2k and full boost by 2500rpm
  4. Why not just turbo charge your stock engine? http://youtu.be/I3aJvABD1WM
  5. We just finished it up and got a chance to hit the dyno. This was a stock 2012 Evora NA IPS. What do you guys think? 402RWHP and 342RWTQ http://youtu.be/5IEa6BfthWc http://youtu.be/I3aJvABD1WM
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