Another blower modication from Whipple

[BlackICE]

FYI

http://www.whipplesuperchargers.com/product.asp?ProdID=1224

Since I read some cars overheat on the track in stock trim, I don't know if the GT can handle and use more power without cooking itself. My guess is more power = more heat. So unless you increase the cooling capacity the power bump is only useful for short spurts. But that might fit some people just fine. Just don't try to do a long road race a high power levels.

BlackICE

 

[Jason Watt]

Those guys certainly got a move on when they realized Kenne Bell was releasing the new 700HP package...

It's been in the pipeline for some time and has been discussed in the community as well, but the "coming soon" site is Whipples way of saying.... "Hold your horses lads, and don't go spend your money with our competition"...

 

[Jason Watt]

That said - they do have a point.
Better to have a larger blower not working overtime, than a smaller blower reving its nut off...

 

[analogdesigner]

Efficiency claims???

At first I really like what I read on Whipple's website. They claim up to 95% efficiency? Then if you read more closely, it's up to 95% volumetric, not adiabatic efficiency. That seemed too good to be true. I would really like to see some data (a compressor map) of our 2.3L stock unit vs. their new unit under different conditions.

Heck, the 6-71 on my "other Ford" struggles to get 60%! I feel that Whipple does a good BS job claiming that the Roots is down around 45% AE.

One other thing guys, I have to sell this old toy of mine. Anyone interested? 0-60 MPH in 2.7 secs.

Jay

 

[BlackICE]

I believe this is the blower on the GT. Note that spec is a max 13,500 rpm. Does anyone know the diameter of the pulley from the crankshaft? I wonder do the pulley modications over rev the blower?

BlackICE

http://www.opconab.com/www/files/lysholm/pdf/performance charts/diagram_lys2300ax.pdf

 

[barondw]

Those guys certainly got a move on when they realized Kenne Bell was releasing the new 700HP package...

It's been in the pipeline for some time and has been discussed in the community as well, but the "coming soon" site is Whipples way of saying.... "Hold your horses lads, and don't go spend your money with our competition"...

Whipple has been working very closely with the Ford GT team and trying to develop a unit that will not self destruct or damage the engine while increasing power/torque with reliability. This is far more complicated than most people understand because of all potential driving situations and conditions, especially wide variances in ambient temperatures. When it arrives it arrives.

Dave

 

[davefordgt]

Dont forget the factory blower is made by whipple.

 

[californiacuda]

The factory blower has eaton's name on it. Eaton like whipple purchased many of their blowers from lysholm of Sweden and it is a twin screw type. I too, am waiting for whipples sc, but kenne bell snout modification is a very cost effective way of getting up to 150 hp. I will guess that whipples 3.3 upgrade will cost up about 10k, kenne belles is much, much less.

 

[AMB]

GT Crank Pulley

The GT Crank Pulley is about 7.1".

AMB

 

[analogdesigner]

Let's compare apples to apples....

Whipple has been working very closely with the Ford GT team and trying to develop a unit that will not self destruct or damage the engine while increasing power/torque with reliability. This is far more complicated than most people understand because of all potential driving situations and conditions, especially wide variances in ambient temperatures. When it arrives it arrives.

Dave

Exactly, I feel that any supercharger "improvement" claims for our GT's should have a higher adiabatic efficiency compared to the unit that is currently on our engine. Keeping the intake charge as cool as possible is important (otherwise why bother with the large intercooler that we have?). These high volumetric efficiency claims are made by the marketing guys. I would just like to see some technical data comparing adiabatic efficiency between our stock unit their "high performance" add-on. Jay

 

[BlackICE]

I believe all of the screw type blowers for the GT are from Lysholm see -> http://www.opcon.se/index.asp?sPage=1&langID=1&cID=14. Companies like Whipple and Kenne Bell buy the same basic blower and add supporting pieces, pulleys, end caps, mounting parts etc. with engine software to match.

You can compare the compressor maps of the 2.3 and the 3.8 liter blowers map on this site.

If the crank pulley is 7.1" and the stock blower pulley is 3.25" then the ratio is 7.1/3.25 ~= 2.2 ratio. At 6500 rpm redline the blower is turning 6500x2.2=14,300 rpm. The spec max rpm is 13,500. So using a smaller pulley is going beyond it rated rpm limit for the 2.3 blower. You would have to go to the 3.3 and reduce the ratio to remain withint the specs.

It seems that Ford ran the blower as fast as they could without severly impacting reliability.

You can go fast, but it won't last!


BlackICE

 

[analogdesigner]

I believe all of the screw type blowers for the GT are from Lysholm see -> http://www.opcon.se/index.asp?sPage=1&langID=1&cID=14. Companies like Whipple and Kenne Bell buy the same basic blower and add supporting pieces, pulleys, end caps, mounting parts etc. with engine software to match.

You can compare the compressor maps of the 2.3 and the 3.8 liter blowers map on this site.

If the crank pulley is 7.1" and the stock blower pulley is 3.25" then the ratio is 7.1/3.25 ~= 2.2 ratio. At 6500 rpm redline the blower is turning 6500x2.2=14,300 rpm. The spec max rpm is 13,500. So using a smaller pulley is going beyond it rated rpm limit for the 2.3 blower. You would have to go to the 3.3 and reduce the ratio to remain withint the specs.

It seems that Ford ran the blower as fast as they could without severly impacting reliability.

You can go fast, but it won't last!


BlackICE

BlackICE,

Thanks for the link! Good data, Jay

 

[SLF360]

It seems that Ford ran the blower as fast as they could without severly impacting reliability.

You can go fast, but it won't last!


BlackICE

Well, yes, probably not good to go and revv out too much if you have a smaller pulley. However, in all good engineering practice, there is a safety headroom of spec limit to reliability and material limit. Hence, with all probability, you are still good to go fast, and it will last.

Very interesting is the wear and tear proportion to temperature, when running hard. If you want to kill your engine, just drive hard before it has reached oiltemp. That's a sure way to kill... If you give it time to warm up, to then push it, you stay on the safe side. Also, when you finish pushing, give it time to cool down with a few wind down laps or easy running on the street, before shutting down. That will avoid heatpeaks that otherwise are negative for longevity aswell.
So with the right respect, you can drive the horse hard. Without it, gett a bigger pulley, instead of a smaller one..