420Coupe
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bisimotos dyno plot showed almost all that power over the top 1000 rpm.
supercharger is drop in and forget it, turbo not so much.
cross reference the intake manifold gaskets and if you feel like experimenting order 1 new one from Honda for the 2012 Si and buy some used ones off the k20z3 k24a2 k20a2/z1 and k20a3 to see which it lines up with.
Then you will see if you can get an older model's K SC kit to fit on there. Space under the hood seems identical to the 8thgen, it's a matter of lining up the manifolds...
this is just complete FALSE information, regardless of S/C or Turbo its going to require maintenance there is not such thing as set it and forget it with boost.
I think with the new EFR series turbos from BorgWarner the whole idea of laggy turbochargers is a thing of the past. I only say this because of how they look on paper, though. I've never driven a car with an EFR turbo. If I do anything in the way of power to this car though, it will be a Full-Race turbo kit with an EFR turbo. As others have already pointed out, the integrated exhaust manifold and the underbore K24 just makes sense for a turbo. A supercharger has some benefits, but a well-designed turbo kit is the best way to go in my personal opinion. It's pure efficiency, where as the supercharger is the exact opposite of efficient. It produces a parasitic loss in order to make power. There is no intelligent argument against the turbocharger being the more efficient option. The turbo vs. supercharger debate is ongoing, and will probably always be that way as long as there are internal combustion engines. It all boils down to what you want out of your car, I suppose; just like any other "this vs. that" debate pertaining to mods.
This is true due to the lighter material and new designed used, although attaining an EFR turbo is next to impossible. Indy has their hands on all EFR's that come out till late August I believe Geoff had mentioned. Let alone i can only imagine the wait list that already exist to try and attain an EFR. There is also two different types of S/C roots style and centrifugal which is what Rotrex uses. Which is simply the cold side of a turbo with the hot side being belt driven instead of exhaust gas, but you are 100 % right parasitic loss is parasitic loss.
I just believe Turbo > S/C imho, you always end up wanting more power which typically would require buying more money on new parts, P&P or larger pulley etc. While with a turbo set up it just means cranking up the boost.