Hi
@ExpertRanch, I certainly get the desire for performance versus others...Our Engineering Director on the Ford GT used to say, "The Flesh is Weak" when you give a performance car to a gearhead. But as many have noted, the track is the best place to push these machines for so many reasons including the fact that they are road course style cars versus straight line only.
This is a topic I have worked on a lot so I have written a bit. Of importance - my perspective is from a full vehicle and vehicle behavior standpoint versus just engine/power. My bias - full vehicle.
Running on the street is pretty easy on these cars and powertrains versus a hot day at the track for many laps. So I will bias a bit of my answers to straight line for short bursts here, but for the overall vehicle performance it is dominated by weight, tire performance, center of gravity height, weight distribution and suspension. Weight, CG height and weight distribution take noticeable hit with supercharged system (versus naturally aspirated), especially if cooled properly.
Durability and Heat
Yes you should be concerned with this, but much less of an issue on the street versus the track. For durability I look at complexity - the number and sophistication of interfaces, which superchargers (or turbocharged) add a lot of complexity in general versus naturally aspirated. Will talk about durability of other powertrain elements below.
Heat Rejection
Heat rejection is directly proportional to Horsepower in the combustion chamber. So if you double the horsepower then you will need to reject twice as much heat. Just physics.
And if you are supercharged by the roots or screw type shown below then the combustion chamber will be seeing another ~100 HP more than you do at the crank due to the losses running off of the crank or more in this HP range. So you need to cool for far more than at the crank. These two types are show in Engineering Explained below.
However, this TTS twin centrifugal claims extremely high efficiency, which doesn't make sense to me because of the 200,000 RPM range these turbo like compressors are running (heat) and still running off of the crank. As Engineering Explained shows here the centrifugal type creates peak boost and power at peak power climbing from zero whereas Roots and Screw type have full boost at zero RPM (why they make sense for drag racing). TTS claims higher boost than other centrifugals at low RPM, but I didn't see their power curves on their website. Whereas VF Engineering shows their HP and Torque curves.
Regardless I am skeptical on the cooling systems being upgraded enough to deal with so much more power and run hard at the track. Since you are running it on the street mainly it is probably fine, which is what some manufacturers bank on. But someone who actually runs these hard on the track for at least 30 minute sessions in mid-summer of a humid hot climate (or track at some altitude in the summer) would have to speak to the overheating you ask about. I could overheat a specific supercharged supercar (stock) at Miller Motorsports Park (altitude - 4000 ft) in one lap if I pushed it hard in the summer. Big torque though so I ran in one taller gear and was OK. Just a little slower. No issue on the street.
Durability of the Rest
Anything much over the stock V10+ HP/Torque and there are notable failure modes including the front (Quattro) and rear drop gears in both transmissions fail a bit on higher HP (700-800 HP) per John at HCF auto. They have stronger drop gear options because of this need. I can't speak to half-shafts and the rest, but sticky tires/pavement and shock loading can hurt a lot of parts.
Putting Power to the Ground
I always say that it doesn't matter how much power you have if you can't put it to the ground. So if you are going to add a bunch of power then give me a call for our Ohlins TTX Suspension!
Induction Noise
Do you like the supercharger whine? Many do. Many do not. I do not - another disclosed bias of mine. To me the induction noise and AWE exhaust on our 2012 R8 V10 6MT from 5000 RPM up to 8500 RPM is world class. Sounds like an F1 car in a tunnel. Incredible.
Naturally Aspirated
You asked about the Ferrari 458 and its ~R8 V10 HP out of a 4.5 L and I noted cost, maintenance and 9000 RPM redline. Should have also noted ECU tuning. Does anyone do a higher revving pushed harder version of the R8 V8? Weight, CG height, weight distribution, efficiency, induction noise, NVH, heat/cooling required and durability (if all truly engineered) is superior with the naturally aspirated engine for the same to similar area under the curve power (not just peak HP) for any full vehicle analysis I have ever done. Seems like this would be a very rare build and vehicle but not reversible. But yes, Superchargers are very popular and many love them as well as often being reversible with a bit of work.
Your Financial Comparison
I get your math and comparison giving you about a $39k difference to build the V8 car...I would get input from customers and understand their usage of whichever path you are considering. And have good data like VF Engineering provides. For my track and performance usage and the visceral experience...the V10 with Plus ECU tune and exhaust is pretty hard to beat. And think it will hold or gain its value best of the options out there.
Engineering Explained - Supercharger Comparison
Engineering Explained Supercharger comparison
Some of Engineering Explained SC descriptions - these are versus each other. Not versus Normally Aspirated.
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VF Engineering R8 V8 SC HP and torque curves - what any engine builder/tuner should easily provide. Personally, I would ask to see engineering calculations and data for heat rejection needs and resultant cooling upgrades as well. But I am guessing that is not as commonly provided to customers. That is where finding someone pushing them at the tracks on hot summer days is important if you think you have a good chance of going to the track
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... Now... how to get this done without freaking my wife out. That is the trick! She is an accountant and paying sales tax twice in 4 months is not an easy sell.
