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Correct, but I said with the proper air inlet system...... The stock air box, with new filters is EXTREMELY restrictive to the positive displacement SC. At 20psi with a 4.0L, the right air inlet system is worth well over 50hp. Since the TT doesn't have the inlet restrictions, its not apples for...

Correct, but I said with the proper air inlet system...... The stock air box, with new filters is EXTREMELY restrictive to the positive displacement SC. At 20psi with a 4.0L, the right air inlet system is worth well over 50hp. Since the TT doesn't have the inlet restrictions, its not apples for...

Give me some info like boost, engine rpm and I'll get you some info.

Get me the serial number from the top of the compressor/bearing plate.

A beautiful install at Fischer Motorsports with a FM custom air intake system....

275ax with elliptical TB.

Turbo's are not "free HP". Back pressure takes energy too. At 20psi, there is only a slight difference. Many don't realize how restrictive the stock air box is. Remove that and the proper SC vs TT is rather close. Now at 30 and up psi, there is a significant difference as the power consumptions...

Closer to peak efficiency through the entire rpm range. If your just chasing HP, then you want the compressor to be as close to the "sweet spot" near peak rpm. If your chasing torque, you want the smallest compressor as it hits sweet spot early but sacrifices HP. But in general, keeping SC...

3.3L and 4.0L are CARB legal.

Do you mean 4.0L vs 4.5L? That answer is really complicated. At the same airflow, the larger compressor is slightly less but the 4.5L has more capacity so per rev it takes more. Its always best to fit the SC that best fits the airflow required. The 4.5 is by far our best compressor. Bigger...

From our records, very few. Yes 4.0 is better, 4.5 is even better yet.

Customer asked if you had a failure in a 4.0, your reply said 2. I know of only 1 4.0 failure and it wasn't yours, hence my statement.

Ed, you purchased a 3.4L from us, not a 4.0L. Not sure if you did some swapping with someone or not.

I addressed that on page 4 of this thread. 10,000 is not even remotely accurate. As for 3.3 vs 3.4. The 3.3 was from Lysholm, which we distributed throughout North America. When we built our own, we modified the rotor profile, housing, etc and got it 3.4L.

We only know by serial number, there are no identifying marks on the sc. If your discussing a ford GT, then there was never a 3.3, only a 3.4. Both gen 1 and 2 are 3.4L. Gen 2 was higher flowing then gen 1. Gen 3 is slightly higher flow as gen 2 with new shaft/bearing and internal SC housing...

The superchargers have a 100,000 mile life expectancy in standard applications. Higher rpm levels can lower life but in general only a small percentage. 10,000 miles is not even close if 18,000rpm is not exceeded. Gen 1 and gen 2 have to do with rotor design. The only issue we've come across is...

Every .125" is about 1psi for a rule of thumb. But when you starve the SC of the proper air flow, this does not apply.

Stock injectors, 3.5" pulley, 25.5psi. Will make 880-900 with the pump boosters at 7000 rpm but right now, its outta pump so couldn't finish running it. The engine temp was just under 200deg F and we had been idiling/running for a while as it took me a few runs to figure out that we were...

Yes, this is what we use on all our kits. I feel its better because its programmable so you can map your volts vs manifold pressure so its a nice blend on/off. And you don't need 18 volts at 21psi, maybe 15 and so on. Not as big a jolt on the system. You can run one, but its just past the amp...

The 3.3 and 4.0 are 50-state emissions legal. Friday night, we dyno'd a GT with the 4.0L, Accufab TB, JBA headers with cats, x-pipe and with 104 octane, it made 862rwhp (6300) before we ran out of fuel pump. Installing the MSD pump boosters soon and should be no problem making 900rwhp. This is...