YT Supercharger Kit???
Discussion
Cheers for the answers chaps. From what I have seen the LSA is good for 800 on stock bottom end. Snowwt is running 760ish with minimal top end work.
From what I have read, twin screw suffers a lot less from heat issues like the Eaton's do so get more power for the same boost.
Clearance wise, I think the Camaro bonnet vents should help, but looks like the kit is designed to fit under stock bonnet anyway. Will drop them a line and check.
From what I have read, twin screw suffers a lot less from heat issues like the Eaton's do so get more power for the same boost.
Clearance wise, I think the Camaro bonnet vents should help, but looks like the kit is designed to fit under stock bonnet anyway. Will drop them a line and check.
I'm confused Barney, are you looking to change the supercharger on your car?
Maybe I'm wrong, but I thought you have an LSA Gen-F. These are plenty good enough for 700-odd hp. You might see 800hp, but I doubt it would last if you're looking to drive it hard. IIRC these motors don't have forged pistons, so this will be a limiting factor. You'll also have to work very hard to get someone to provide a top notch map and this really needs to be via a rolling road.
The Whipple kit in the photos on the website has the charger on top of the cooler, so IMHO (a) will suffer from higher IATs and (b) will suffer more readily from heat-soak. Whether it fits isn't the point, I don't see it being much better in the real world than what you've got. A better upgrade would be a Heartbeat.
What's your target? More power (if so how much), nicer noise, just to 'have' a Whipple...?
Maybe I'm wrong, but I thought you have an LSA Gen-F. These are plenty good enough for 700-odd hp. You might see 800hp, but I doubt it would last if you're looking to drive it hard. IIRC these motors don't have forged pistons, so this will be a limiting factor. You'll also have to work very hard to get someone to provide a top notch map and this really needs to be via a rolling road.
The Whipple kit in the photos on the website has the charger on top of the cooler, so IMHO (a) will suffer from higher IATs and (b) will suffer more readily from heat-soak. Whether it fits isn't the point, I don't see it being much better in the real world than what you've got. A better upgrade would be a Heartbeat.
What's your target? More power (if so how much), nicer noise, just to 'have' a Whipple...?
Just looking at all options really. Want to stay PD charged as I like the way the power is delivered. Won't be for a while anyway as I am doing the tuning myself so can work through the engine one piece at a time and adjust for each component without having to repeatedly pay out for tuning. It might occasionally see a drag strip/runway, just want to do it because I can to be honest. Due to the complete lack of time I have with commuting at the moment, it will be a while yet. Gonna keep to cams with relatively low overlap to keep its street manners.
Will also be looking into getting an interchiller to combat any heatsoak whatever route I go.
Will also be looking into getting an interchiller to combat any heatsoak whatever route I go.
ArnieVXR said:
I'm confused Barney, are you looking to change the supercharger on your car?
Maybe I'm wrong, but I thought you have an LSA Gen-F. These are plenty good enough for 700-odd hp. You might see 800hp, but I doubt it would last if you're looking to drive it hard. IIRC these motors don't have forged pistons, so this will be a limiting factor. You'll also have to work very hard to get someone to provide a top notch map and this really needs to be via a rolling road.
The Whipple kit in the photos on the website has the charger on top of the cooler, so IMHO (a) will suffer from higher IATs and (b) will suffer more readily from heat-soak. Whether it fits isn't the point, I don't see it being much better in the real world than what you've got. A better upgrade would be a Heartbeat.
What's your target? More power (if so how much), nicer noise, just to 'have' a Whipple...?
The Whipple is simply a much more efficient blower so that means less heat even if it still has the same charge cooling limitationsMaybe I'm wrong, but I thought you have an LSA Gen-F. These are plenty good enough for 700-odd hp. You might see 800hp, but I doubt it would last if you're looking to drive it hard. IIRC these motors don't have forged pistons, so this will be a limiting factor. You'll also have to work very hard to get someone to provide a top notch map and this really needs to be via a rolling road.
The Whipple kit in the photos on the website has the charger on top of the cooler, so IMHO (a) will suffer from higher IATs and (b) will suffer more readily from heat-soak. Whether it fits isn't the point, I don't see it being much better in the real world than what you've got. A better upgrade would be a Heartbeat.
What's your target? More power (if so how much), nicer noise, just to 'have' a Whipple...?
But depending on actual goals....it could be a hell of a lot of money for only a very small gain
stevieturbo said:
The Whipple is simply a much more efficient blower so that means less heat even if it still has the same charge cooling limitations
But depending on actual goals....it could be a hell of a lot of money for only a very small gain
Not sure that's true anymore. TVS superchargers are up to 74% thermally efficient which is pretty good and twin screws still suffer hear soak. Shame they never built the TVS3300. But depending on actual goals....it could be a hell of a lot of money for only a very small gain
R8VXF said:
According to Whipple, the screws are 90% efficient, more efficient than turbos and centris. No contact between the screws also cuts down on noise and helps with life expectancy.
More efficient and better are two different things 
Try a Whipple and then a decent big twin turbo and you'll see what I mean....
ArnieVXR said:
More efficient and better are two different things
Try a Whipple and then a decent big twin turbo and you'll see what I mean....
Very subjective, and depends entirely what the driver wants.Try a Whipple and then a decent big twin turbo and you'll see what I mean....
Better for one person may be terrible for another.
The TVS kits have been around for a long time now and should be pretty well sorted. The Whipple's whilst IMO a better blower....there just seem to be so few kit around.
I think I read somewhere a while back there were issues with rotor supply, which is maybe why KB went quiet...and I'm near sure I read somewhere that Vortech may now own the rights to them ?
I think there was a guy over on the Vette forum had a really nice Kenne Bell build a few years ago
There is a good write up of the history on the Whipple site. They took over their own manufacturing of screws in about 2005 due to shortages in the supply chain.
For me, the low down grunt makes my life easier when cruising. Maybe if I had an LS3 to start with, going the turbo route would make sense as I wouldn't actually be losing any power low down. For me it is about area under the curve rather than the peak number, though that is always good for down the pub.
To be honest, this is all a bit academic at the moment as I currently don't have much time to do anything due to commuting. Ringram has reminded me that I haven't even managed to get round to ordering a CAI yet!
For me, the low down grunt makes my life easier when cruising. Maybe if I had an LS3 to start with, going the turbo route would make sense as I wouldn't actually be losing any power low down. For me it is about area under the curve rather than the peak number, though that is always good for down the pub.
To be honest, this is all a bit academic at the moment as I currently don't have much time to do anything due to commuting. Ringram has reminded me that I haven't even managed to get round to ordering a CAI yet!
For the Monaro anyway, this subject has been well documented over the past decade on this very forum. For my last build I looked at Kenne Bell, Lysholm, and Whipple but the TVS worked best from a packaging point of view. They all make heat at higher power levels and beyond a certain point engine parts start to break. Decent power can still be had from the baby TVS1900 on your car so at the very least you should be able to coax a little more reliable HP from it with a smaller pulley and remap. If it were my car I wouldn't go near the supercharger. Not only is it a lot of effort and expense for not much gain, you also run the risk of blowing it up which is normally very, very expensive to put right.
R8VXF said:
For me it is about area under the curve rather than the peak number, though that is always good for down the pub.
This goes back to the question of what do you want to achieve. Your car will make 700hp with very little effort, will run 11s on drag radials and over 180 at Thunder Road. You might make 900hp with a 2.9 Whipple, at which point area under the curve becomes pointless. Unless you're running drag radials, you'll struggle to with traction and the whole experience will be diminished. Indeed, unless you're committed to running on strips most of the power generated will be pub talk
BTW turbos aren't just about peak numbers; far from it with a decent sized engine. The little Scoobies and Evos certainly end up with all the power in one place. You should look up the dyno run on my twin turbo LSX motor. It's happily running 400hp halfway through the rev range, almost off boost.
Given you're talking to Richard, I'm surprised he hasn't talked you into the merits of a large NA engine...
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