Mad Max Style!

I don't think freeflow will work on this, unless you have an alternative
port.

Thomas J.

Very visual description there Thomas! I like it.  I'll see if Tech

Support

responds on the freeflow question and get back.

Vaughn.

Yes, please let me know! If I ever was interested in a supercharger

(versus

a turbo) it always was the Whipple/KenneBell. According to Magazine

Reports

and before/after dyno-curves published there, this was always the best

bang

for the buck, with the least impact on daily drivability, compared to

the

other superchargers. Next on the list was the Eaton Supercharger....

Thomas J.

Thomas,
So far I've gotten conflicting information back from them. One says 20.6

lbs

for the supercharger with the pulley on the end.  Another point is that

the

pulley is not integral since you change sizes for different boost levels
which would change weight slightly
Another says it may be heavier.  I think I'll have to just call and talk

to

them today if I get a chance.
One question asked to them was about belt failure.  Their reply was two
different answers that'll have to cleared up also.  One quoted  "There

are

no mechanical problems if the belt brakes, you just have no boost."
The other answer verbatim was, "If you have a properly installed bypass,

it

should open up with a broken belt. It might close again at full throttle

and

the car will definitely be down on power, but the engine will run".

So I think a phone call is in order, but I have been very careful to not
disclose intentions of use.  Some companies will refuse to do any

business

when they think an aircraft is involved because of perception

Liabilities

which they fear may exist.  I think I'll stick with the "race boating

use"

if asked.
Have you noticed how the hook up for this supercharger appears in their
pictures?
We need more pictures and info definitely!
Vaughn.

Just really quick:

I think the bypass would have to be something you can positively open and/or
close. YOu don't want to depend on low manifold pressure only.
If the Whipple arrangement doesn't have a big enough bypass valve you will
have to make your own in the manifold.
I would guess you will have less power Un-Superchargered than running a
NA-engine. Generally you will adjust the engine to run a light boost even at
sealevel just to compensate for the power the charger is eating up. That
means you will have the timing, injection, porting, etc.  - everything tuned
to a lightly charged engine. If the charger stops for whatever reason - even
if you have a perfect bypass-setup, you will see less power than a well
setup NA-engine. How much less, I don't know. Time to ask racers wity
Whipples how often their belts expire!
I understand some big truck engines use also Whipple/Lysholm chargers, but I
don't know if these are beltdriven. Generally there should be hardly any
wear on the charger as the rotors don't touch (according to Lysholm), rather
like a regular roots-blower.

Maybe it would be possible to run and gear it directly of some kind of
accessory case.....

Thomas J.

 
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