That Eaton certainly holds it's own against the screw-type. The curvy green and purple lines are plenum temps. Test somewhat shows that this Eaton is the exception to the rule that twin-screws run cooler at a given psi that a roots-type. Both make almost exactly the same peak power (where the screw-types are supposed to really shine) with the screw getting the edge in overall power-under-the-curve. These blowers are hybrid Gev V/VI...the Gen VI is supposed to be as much more efficient than this hybrid as this hybrid is over the Gen V's that the Lightning and Terminators use.

 

not to start anything but i bet if you turned up the boost to 15psi you'd see more of a difference and so on.

 

It might but still not anywhere near the gap that there was in the past designs. That Lysholm is a 2.3L vs. the MaganCharger 2.0L and the discharge temps on the screw-type are increasing faster than the roots. The Lysholm's larger displacement would probably have more to do with higher power at higher boost levels than compressor design.

 

A couple of things to note. First, the Eaton 122 is not yet available. 2nd, when testing with a Magnusson rear inlet, manifold and intercooler, you are severly hampering the compressor inlet and discharge. Our later GM setup works far superior to the radix system, since the inlet and discharge are made for the W140ax and W200ax compressors and not adapted from a roots supercharger.

Thanks

 

The GT500 will carry the first OEM versions of the 122H. Don't thing other applications will be very far behind. It is still impressive to see how much they were improved over the Gen V's.