A turbocharger is better than an nitrous install because it works better and you don't have to refill it. But that's not all; a turbo also puts less load on the engine for the amount of power you get out.
The fun, it burns. And it never stops, either.
In the last few days the Ford's had new batteries and some cable soldering work done, eliminating two of the four lead terminals and replacing them with the stamped steel lead-free style. The Mercedes, meanwhile, has had an '83 (or was it '84?) W123 300D turbo rebuilt and installed, along with a manual boost controller, W123 air filter housing which I still need to modify to take the W126 cold air intake, and VDO boost and voltage gauges. The voltage gauge is just something I had around, and it's taking up space until I get a VDO pyrometer to go in there; it's never a good idea to turn your turbo up without a pyro.
Some time ago I acquired a 1992 F250 XLT Super Cab Diesel 4x4 with ATS 088 Turbo kit, a good runner but with the suspension shot to hell — the shocks were physically beat and the front springs arced to the point where the vehicle spent most of its road time on the bump stops. In addition, the vehicle needed new rubber, was having charging problems, made terrible banging noises from the rear when driven over bumps, and developed a loud vibration at about 60 mph. In spite of all this, it was something of a steal at $2600 with a good, working turbocharger and 4WD parts, including some recently-installed stainless steel hubs. This is the tale of my ownership so far.
Oh, what a wonderful car. Oh, what a git I am for getting rid of this wonderful car. Good 0-60, good 60-100, five speed, 205 HP peak (with the turbo), independent rear suspension, good visibility, comfy seats... sigh.