First of all I don't understand how you are comparing a Roots-type supercharger like the Comptech Autorotor and a Centrifugal type like the BBSC. They have completely different behaviors and power bands. I have been in both and they don't feel the same either.
I have driven/worked/dynoed all of the above, on NSX's and other cars. Roots type has little kick down low, but falls off up top. Centrifugal has no low end and starts pulling a little up top. These things we all know, and understand that it's the torque you are feeling. But if you look at the dyno graphs of most/all belt driven superchargers, take a look at the HP line(notice I do not say "curve"). It is a straight line basically, and that "peak" HP # is at redline. How is that an actual representation of actual usable power?
Second, I have a real hard time understanding this statement:
Peak numbers on superchargers are a bit of a farse. It achieves those numbers for all of a split second before you have to shift and fall into the usable(much lower) part of your power graph.
When I read this I thought you were talking about an oversized turbo. Are we looking at the same graphs?
Doesn't what you are describing depend on gearing?
Not really. If anything, it is the turbo that is peaky, that you have to wait for, and therefore you have "lost" your usable power band.
Not if properly sized. This is what happens with every shift in a turbocharged car.
Again, not if properly sized, and none of my cars do this. I took the 5 speed out of my Supra and installed a 4 speed auto.
So you had a NA-T? With the exact same car the car ran much faster 1/4 mile times, as there was no loss of boost between shifts.
Yes, that is generally because you can launch harder, shift quicker(and no mis shifts), put the power down much smoother, and have a torque converter working like crazy. Also, if you are falling out of boost, you need cams/valve springs/retainers and a proper standalone ECU to raise your rev limit. If the car is built right, you do not need(or should not) drop out of boost on turbo cars.
I am not doubting what you are saying with that BBSC installation, but I think the reason you are feeling what you are describing is simply a difference in torque. Nothing else.
Kinda, it is the torque difference, but it is also the power curve as well.
To each their own, but after all my FI'd cars I think the NSX in particular is at its best matched with a roots type supercharger and/or stroker kits. I have never been in Kip's car but I would be willing to bet my bank account that of all the kits available, his would easily be my favorite. This is not to take anything away from a good company like Lovefab, or all the hard work Cody puts in. I am sure his kits are quite usable and quite impressive, and I would enjoy it thoroughly if I had one. I am just saying if money was no object and I wanted to do what fits the NSX the best, I would do exactly what Shad did with Kip's car.