FH6 Turbo vs Supercharger Guide — Which Forced Induction Is Right for Your Build?
Applies to: All cars with forced induction upgrades | PI cost: Varies by engine | Best for: Understanding which upgrade path to choose
Every tuner in FH6 eventually hits the same wall: you've got a car you love and a choice between bolting on a turbo or a supercharger. Pick wrong and you've either blown your PI budget on power you can't use, or saddled a perfectly good engine with lag that ruins its character. The game doesn't explain the differences clearly, and two identical PI ratings can produce cars that feel completely different.
Forced Induction Types Compared
| Type | Power Delivery | PI Cost | Lag | Best For |
|---|---|---|---|---|
| Twin Turbo | Smooth, broad power band from 3,000-7,000 RPM | Medium-High | Low | Circuit racing, all-around builds |
| Single Turbo | Explosive top-end, weak low-end | Medium | High | Drag racing, highway pulls |
| Centrifugal Supercharger | Builds with RPM, linear power curve | Medium | None | High-revving engines (flat-plane, rotary) |
| Roots Supercharger | Instant torque, falls off at high RPM | Medium-Low | None | V8 muscle cars, low-RPM torque builds |
| Naturally Aspirated | Engine-dependent, no artificial boost curve | Lowest | None | Lightweight builds where PI is tight |
When to Pick Each Option
Twin Turbo — The Safe Bet
90% of builds should go twin turbo. Enough low-end response to not feel dead out of corners, enough top-end to not run out of breath. The smaller turbos spool faster, getting boost from 2,500-3,000 RPM with a smooth power curve. PI cost is higher than single turbo but the driveability improvement is worth it for anything with corners.
Single Turbo — The Specialist
More peak power at lower PI, but the power delivery is a light switch. Nothing below 4,500 RPM, everything above 5,500. Perfect for drag racing and highway rolls where you can keep RPMs high. On circuits, the lag costs more lap time than the power gains.
Centrifugal Supercharger — The High-Revver
Builds boost proportionally to RPM — ideal for engines that live at high revs: flat-plane V8s (Corvette Z06), rotaries (RX-7), and high-revving four-cylinders. Linear and predictable power delivery with no lag.
Roots Supercharger — The Muscle Car Choice
Delivers boost from idle — flat, broad torque from 1,500-5,000 RPM. Perfect for big V8s that don't rev high (Hellcat, Demon, Camaro ZL1). Instant torque makes these cars feel faster than their PI suggests, but boost tapers where turbos hit their stride.
PI Efficiency — The Real Priority
For circuit racing, you almost never want the most expensive power adder. A car with Sport tires and twin turbos will lose to a car with Semi-Slick tires and no forced induction at the same PI, every time. Grip > power. Before adding boost, ask: would this PI be better spent on tires, weight reduction, or aero? The answer is usually yes.
| Problem | Fix |
|---|---|
| Car is too slow on straights | Add twin turbo — best power/PI ratio for circuit racing |
| Turbo lag killing corner exit speed | Switch from single to twin turbo, or go centrifugal supercharger |
| Spinning tires when boost hits mid-corner | Switch to centrifugal supercharger for progressive boost, reduce rear tire pressure |
| Hitting PI cap with existing upgrades | Remove forced induction, spend PI on tires and weight reduction — grip > power |