Is it possible to twin supercharge these trucks? What would be the negative side to this?

 

Possible but definatley not practicle.Had seen maybe one or two done on mustangs years ago.They were plaqued by endless tuning,lower engine problems,high fabrication expenses...and the list goes on.Seems like there isn't any advantage to twin blowers at all.Now twin turbo's....thats another story.Seems like because of the exhaust driven nature of a turbo system, one turbo can "kick in" at a given rpm, thus "expanding the power curve" tremendously.Just ask Jason Brown.He runs twin turbos on a bored & stoked 351 and I beleive he's somewhere in the high 7 second zone!!!

 

I was reading an article in a magazine about roots type superchargers. They were talking about putting 2 or 3 on big block V8s, V10s, etc. because one s/c wouldn't provide as much boost as it would on a small block V8.

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The truck:
Teal 1997 XLT flareside with 4.6L, auto tranny, electronic shift on the fly, 3.55LS and 4x4 ORP.

Performance mods:
Gen. 2 K&N FIPK
Superchip
True dual exhaust exiting out the back
2.5" pipe with 18" glasspacks and 18"x4" round chrome slash cut tips

Appearance:
White face gauges
Euro clear corners
01L headlights
Covercraft tonneau cover
Billet pedals
16" Modern© wheels
265/75r16 Wild Country Radial TXR tires
Factory tinted rear windows
Bug deflector

Sound system:
Clarion ADX5655z Double Din Cassette & CD
4 Pioneer TS-A6865 speakers

Other:
Bedliner
Bulldog keyless entry/remote start

n6260k@cs.com



<A HREF="http://www.f150world.com/v8speeddemon" TARGET=_blank> </A>

 

The Aston Martin V8 Vantage V600 had twin superchargers on it. It was a 5.3 liter V8 with 600 bhp and 600 ft lbs torque.

 

The reason some people tried the twin-centrifugal-blower setup was that there weren't larger race style blowers available. They simply need more airflow than the standard A-trim Vortechs and old Paxtons could supply. It is usually ideal to design a single supercharger sized properly to supply the desired air flow.

Two superchargers are a packaging nightmare, have increased weight, and increased complexity.

I saw a picture of someone's Lightning with a centrifugal blower force-feeding the Eaton. That isn't a good idea. It would be interesting to see how high the inlet air temperatures reached.

I keep waiting for someone to simply toss the Eaton and put a race oriented centrifugal on, like one of the Vortechs or ATI Dominators (the earlier ATI kits sucked, but I hear good things about the dominators). Removing the Eaton, putting a centrifugal blower on, and making a block-off-plate would be much easier than fabricating a turbo system. Really what we need is a larger displacement Eaton that would bolt up to the current intake. Unfortunately we have the largest blower Eaton makes.

My personal opinion is that if you want to build a seriously fast vehicle.....then run 12's with your Lightning and use your Lightning to pull your lighter weight race car to the track. With the money that a turbo system or a centrifugal conversion would cost, you could throw together a strip only 10-11 second stang.

This has been a long post, so if you'd like more of my opinions e-mail me or visit my website.


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Scott Weatherford
351W 1993 LX 11.9 @ 118MPH (Drag Radials)
Black 2001 Lightning 13.62 @ ??? MPH

WWW.Mustang351W.F150online.NET
WWW.Lightning.F150online.NET


[This message has been edited by 351stang (edited 06-24-2001).]