Search results

The best roots, the TVS is not even that at 15psi at the rpm's needed to turn, that would be at possibly 8000rpm. Old roots hovered in the 30-40% AE at 8psi and far less at 15psi. Also, unlike a roots, a screw power consumption is not stack as much as. Meaning if it takes 100hp for 10k, 15psi...

Fubar, 300 is quite a high number. Remember pumps are good for a certain HP, but there is a tremendous loss in the system through filters, lines, fittings, etc. You have to also add all the losses through all the other componets, dry sump, alternator....... There's also induction losses through...

Rotors are over 2" longer, but housing is just under 1". This was done to keep packaging of the bypass and inlet the same. Bearings and rear shafts are further back in the inlet track, but they are radiused, etc. Has worked very well so far.

Couple of weeks, again, the kit is done, has been for a few months, I just need to get a handle on the pulley/belt situation and work on my own cal. Since others use there own tune, tuning is not as big a concern. Thanks, Dustin

Working on it guys, have a local customers car at our place right now, kits done, just needs to be tested to get proper pulley sizes and belts. Other than that, it's a no brainer. I've been traveling for some boat racing the past month or so so I've been delaying everything simply because I...

It's only .90" longer.

I'm not sure who said that, but thats not true. We built the kit about 4 months ago except for the shorter drive snout, which is done now. Maybe there was some mis-communication, because we have 2 rotor designs, the first I thought before testing that it wasn't going to be as good as I demand...

Nope, just need to spend some time testing and I've been backed up with race boats, new kits, etc. so I haven't had time to test the new SC on the GT. Everything looks incredible on our other applications. We've already used quite a few in our marine kits. Parts are in stock, but not gonna ship...

There is zero problems running fuel, oil, methanol, methanol/water, ethanol, etc. into the supercharger. The fact is that the rear bearings will never see the methanol unless the methanol gets sprayed when the motor is idiling or not running. The vacuum and air motion going into the SC is...

Thanks Shadowman, yes, this is what FRPP and Roush do and it seems to work pretty well. Does save the time of taking the belt off, but I think the shims are no cupcake to get in. Actually never installed them so I can't say for sure.

Yes, when we first made the pulleys, we didn't see any belt slippage issues, but the tensioner was very near it's max closed position, so we saw it to be a potential issue, especially as the belt got older. So, new belt, I think it's really not much of an issue, but it will be sooner or later...

Gates, Dayco, Goodyear all make 10-rib belts, but nobody makes them in the sizes required. As far as I know, and you can correct me if I'm wrong, but Roush just gives you shims to move one of the accessories out to take up the slack on the belt, I don't think they supply a new length belt, maybe...

Ya, sorry, my bad.

Price of Ford GT pulleys, press-on style, run $249.99 so I don't think there silly money. Some sale these for quite a bit more. Belts are expensive because there custom, nobody makes 12-rib belts in the sizes needed for these applications. Ford ordered somewhere near 5000 belts, they get a...

I think it's closer to 15lbs, but like you said, with the kick in the seat, its well worth it! :cheers

SC is taking closer to 90hp @ 14,000rpm, 23psi. There are "pumping" losses when trying to squeeze air through the SC which may help equal over 125hp. Because the housing is being pressurizied, the built in volume ratio should be modified to help this.

OEM supercharger is a Lysholm 2300. Lysholm supplied Eaton the superchargers, then Eaton supplied Ford. M112 is a Eaton 112ci supercharger, 3 lobe, 60deg helix which fails to meet any level of the screw compressor. The 112ci blower is 1.835 liter.

The Ford GT 5.4L with the Whipple W210ax makes more than the Lysholmd 2.3 from 50rpm above idle to redline, there is no drop in power, and certainly no loss in drive-ability. You have more power everywhere, and since the car is geared to go well over 200+mph, drive-ability is incredible.

Actually, this setup would make more below 2450 if the dyno operator went to WOT down there. What you see there is where the dyno operator went to WOT. This setup will destroy the stock blower below 2450, otherwise you wouldn't be able to spin the tires harder unless you revved to 4000 and...

Gen2 is better, no question. But I can't honestly say everybody should take there Gen1 off and replace it with a gen 2. Were talking an average of 7% flow increase at the same power consumption, therefore you can bring the speed down of the compressor and have lower temps, lower power...