edit: post edited in the name of peace and harmony and happy feelings for all

my posts have been quoted here if you feel the need to view them, I'm not trying to hide anything I've said, but I think this was a bit of a missunderstanding on several people's parts.

sorry if I was out of line.

later,
chris

 

same as above lol

 

Hi guys im back!!!!
LMAO!!!

 

Where ya been?

Wait till ya see my newest mod..hehe
Can't post no pics yet

 

I was takn care of things for my dad at the summer crib or in other words.... the party house LMAO!!!!!!
DAmNIT!!!is the new mod gonna make me drool???? If everything works out OK I hope I might show up on the east coast this summer with a kenne bell blower HEHEHEHEHEHEEH. so IM me and tell me about your new mod......

 

Johnny Lighting, skip, just to let you and whoever wants to know, the radial style entry (as KB utilizes) is typically 9-11% less efficient (AE) than a properly built axial entry. This equals to approx. 5% lower AE at the boost and compressor speeds being ran. Because the case was built for this application means very little, when the rotors have an opening such as the radial entry, they cannot properly trap the air as efficiently as a case design that is sealed from end to end. The radial allows for more "leakage" and thus, a lower total efficiency. Although someone said that it would be minor, at these power levels, it would be somewhat noticeable. There are a couple things to think about as well, one being temp, in this application, the discharge will be hotter as you spin it faster, parasatic losses from higher compressor rpms, compressor life with continuesly higher rpm. It's not just top rpm, it's the "duty cycle" of the compressor. The compressor rpms are increased as the top pulley gets smaller, and this is at all rpm levels, whether it's cruising down the highway, idiling at a light, or max rpm when racing.

It's incredible that anybody, especially Bell would comment that some how the inlet or adapter plate is a disadvantage. The stock inlet was built and designed to be optimizied at stock power outputs, not the CFM flow or volume that some are sucking through them. It's very obvious that the screw compressor design is far superior to the roots, the autorotor blower makes great power, but were the screw compressor leaders in the aftermarket, we've sold, tested more screw compressors than any screw compressor company in the aftermarket. We first utilizied a Sprintex (from AU) which used an older, out of patent rotor design, but was an incredible piece of machinery, almost indesctrible but at a high price tag and are now out of business just a few years back. We then went to the Opcon Autorotor which is a Licensee of Lysholm/SRM. After a few years, we then made another move when Lysholm/SRM (owned Opcon Autorotor) broke apart from Opcon and decided to build their own compressors. Garrett saw the potential and purchased the OEM rights, but after a major company shakeup, they let their contract expire and Eaton then picked up the rights. I don't know of any military or airplanes that utilize Autorotor automotive style superchargers.

I also want everybody to know the straghit story, we, as in Whipple Ind. supplied Kenne Bell screw compressors, we were never partners, he purchased superchargers from us for his kits/systems. When we decided to go a different route from mfgs, Kenne Bell decided to stick with what he was already using. Whipple brought the screw compressor concept to the aftermarket world, not the other way around. Whipple has been at the forefront and has continued to push the screw comrpessor to a new level. The R and A 980 (9.8L) screw compressor we built for NHRA drag racing set all the records in the record books in classes that allowed it. It was banned in the top fuel classes because they wanted to keep the cars top speed down because of potential tire (rear tires) problems (they come apart because of centrifugal forces at certain speeds and temps).

Eaton owns the OEM rights to the same screw compressor, which uses the same rotating assembly. Eaton and Lysholm share technology, the Lysholm uses most of Eaton's shaft, bearing, seal design. To see if it's valid, take a look at Fords GT 40, while Bell advertises that they picked a screw, take a hard look to see whats on there. It's called an Eaton screw type, well thats the 2.3L rotor pack used on the Works kit. You can also take a look at the 2004 Ford Lighting concept car, it's also got a 2.3L Lysholm. Mercury Racing (marine) also utilizes 2 of the 2.3L for there 1050 SCI engine. You'll see a few more applications in the near future so there is no question about quality.

Also, on the subject of the Shelby Durango, you can do a search for that application and you can find some informative information, but that was not an OEM vehicle and therefore does not need to meet any standards other than what the car mfg'r set forth. The Shelby Durango was assembled by another company, not Dodge and was never an OEM production piece.

Thanks,
Dustin Whipple
Whipple Superchargers

 

Hey this place is getting important lately.

First KB spoke out, now A letter from Mr Whipple himself


Decisions, Decisions

 

I never get involved in these kinds of debates. With that being said, I will not voice my opinion on which one is better. Also it is not fair to without seeing more trucks with both blowers on them. Would like to see a true 1/4 mile test between John (KB) and Sal (Works) without nitrous. Also note, I know this would make for too many variables as it would show who tunes better, who drives better and the weight and setup of each tuners truck. It will show who knows more tricks which are available to everyone. If you are a tuner and do not use these tricks, shame on you.

With that said, it is going to be a great race season. I hope all the tuners will be getting their suspensions, weight reductions and any other tricks taken care of in the next few weeks.

 

OK, I tried this in a separate thread but it appears this is the best place for it...

I'm sure Works and KB have lots of blower testing equipment so...

Why not post data on their blowers (with appropriate inlets) under the following conditions:

6000 rpm 10 psi
6000 rpm 15 psi
12000 rpm 10 psi
12000 rpm 15 psi

the data should list inlet flow (cfm), input power (hp), and the outlet temperature (with inlet temps at say 70) at each of the above conditions

This won't address the warranty and service questions but it'll give some good info on the blowers...

 

Hmmmmmmmmm............getting interesting around here. I can't wait until we start racing!!!!!!!!!! -Mat-

 

have any true comparisions ever materialized?

 

Nope.

--Joe

 

Did the works blower ever become avaiable? Went to lightning performace and didn't see any information there.
Thanks

 

The Works ships this month...

 

After reading through all the 'malarky' I must admit that Works 140 needs to be looked into for sure -

will need to break my bigger piggy bank - thank goodness I got a couple of those ...