I'm pretty sure he was saying that cylinder pressure rises with boost, and with the Eaton and with the KB, or Whipple he would be able to make more power on LESS boost, and therefore lower cylinder pressures.

 

Hahahaha!
Thats a good one!

 

It's not about boost or pressure, it's about density.

The Whipple will supply cooler air with less parasitic drag. On the KB at stock pressures, that amounts to 16 rwHP. The Whipple should be similar.

At 20 PSIG, the gap would be huge.

 

Lol, never gets olds.

So let me get this straight. Whipple is saying I can put their blower on my completely stock '00 block and get up to 15psi of boost with out worrying about blowing the engine and gain 175 hp with out a tune. Wow.

31C

 

September now according to another thread I read

 

isn't pressure directly related to density, or vice versa?

 

pressure, temperature, and density are all related.

say you have two cannisters of air both at 100 psi. one is 100*F the other is 200*F, the one with a lower temp will have a proportionally higher density.

 

That is correct! And Sal has told me he data logged both the KB's and Mag's air charge temperature running the same boost pressure and the Mag's air charge temperature was lower by quite a bit. In other tests Sal has run a PE aginst the Mag with the Mag making 5 pounds more boost yet the Mag had the same air charge temperature as the PE with the PE running 5 pounds less boost.

Charles

 

Exactly. The more heat energy matter has, the more the excited and energetic the molecules (or atoms) are, and they will have a larger distance between them, hence lower density per volume. This rate of thermal expansion (or contraction) is fairly linear with most matter, with few exceptions (such as water-ice).

 

Master, I sent you an email but I figure your mail server threw it in the trash.
How about give me a call or send me an email, I'd like to discuss something with you.

Cheers,
Charles

 

ojref@yahoo.com is good, or ojref@oplink.net

I'll try to ring you later on today.

 

Response:
Rob,
I think everyone must decide for themselves if they want their engine - supercharged or non, Kenne Bell or other, stock or modified - to suck in “cool” or “hot” air. But who can deny that ANY engine will run better, make more power and be more reliable with cooler air? I think the combination of a SEALED BOX, FENDERWELL FEED AND FRONT AUXILIARY HOSE is the best setup for a Lightning owner looking for both max cool air and air flow. The JLP kit comes closest to meeting these requirements so we recommend it and warranty kits with the JLP or the stock air box. Our customers should be aware that Kenne Bell hasn’t yet declined to warranty anyone’s supercharger because of a “hot air” kit. We have no way of knowing what kind of system our customers run, but the temperature can be determined. We ARE making an honest attempt to convince Lightning owners that COOL AIR is better than HOT AIR for any supercharger including ours. The Airaid System looks good for cool air flow but appears to lack the auxiliary air hose of the JLP kit and therefore could not supply enough air to feed your high HP Lightnings.

Jim Bell

 

1. Of all the Lightning superchargers sold since introduction in 12/’03, our records show 44 failures from rotor to case contact. All were warrantied. The total number sold is confidential. There have been only 4 warranties in the last 6-1/2 months. All were the “old style.” The threads you see about KB’s “locking up” are not the new redesigned case. The good news is no reported failures with the new design, so it appears we’ve solved the problem. So, I think I’ll disagree when you say we STILL have a problem.

2. Contrary to what you may have heard, we recognized the issues with the case and did, in fact, re-design it - twice. Yes, we should have got it 100% the first time, but we didn’t. For one, we screwed up and didn’t foresee the effect of the “hot air” kits. I agree, Kenne Bell may not make 90% of the inlet “hot air” kit suppliers happy, but making them love us was never one of my priorities. Instead, I must do and recommend - as any manufacturer does - what I believe to be in the best interest of Kenne Bell products and customers. To a few, it may sound like we’re making excuses, but to us, it’s both a recommendation and a warning. And I don’t care what other supercharger manufacturers recommend or don’t recommend for inlet kits. All supercharger companies list a maximum recommended rpm. Kenne Bell is not unique here - or hiding anything. To the best of my knowledge, I don’t recall us ever stating you can’t use a cam with our superchargers. We don’t care what cam - mild or hot - the customer uses. Just don’t over rev the supercharger.

You raise some other good but technically complex issues on Kenne Bell vs. Eaton cases, discharge temp, etc. that are beyond the scope of this text and probably not all that interesting to everyone. However, if you would like to discuss them further, feel free to give me a call.

Jim Bell

 

The PSP kit runs two hoses, one through the fenderwell and one to the bottom of the box.

Just an FYI, I wasn't sure if you had done the research to know that someone other than JLP sells a coldair kit. Seeing as some of us are not willing to pay 185 dollars for a box and filter, 100 for a scoop, and another 20 for a lid.

 

How about the PSP Fast Air kit. When moving my IAT is at ambient temperature. It has 2 "AUXILIARY HOSE's" At idle the temp does climb, but I would imagine JLP's does the same thing.