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Yes, this would be more in the 3,000-5,000 rpm shifts in 3rd gear specifically, where downshifting can lose time or can result in reduced smoothness particularly in off camber turns with late apexes. In theory one should be able to downshift, but it depends on the track and whether being smoother is faster (usually the case). A few members, one of whom tracks avidly, had his standard ESS/Evolve type supercharger (can't remember brand) removed and kept it N/A because that power on the very top wasn't useful on the track and sure enough his laps times went down immediately. The top end power, heat soak, and extra weight provided no benefit at the track.
Of course if you want to run airstrips and drag races, overall power wins, but as for myself looking at what will work best on a track, where I personally have far more fun, that extra torque on the low end, high control at the limit, and ability to dive bomb corners I think would result in a potent track weapon.
QUOTE=pbonsalb;18251383]The torque tradeoff is only on the low end. If you are writing that there are some 3000-4000 rpm corners, then you are right. I am sure there are no 2000 rpm corners. But the Harrop can't hang with the ESS650 on the top end.
Its a compromise. The Harrop is the better lazy shifter daily driver supercharger. The ESS650 is better for the active driver.
I think Regular Guy did a dyno plot of an ESS625 against the Harrop. I think he even calculated the power under the curve to see which made more overall.[/QUOTE]
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