No worries. You have helped many on these sites over the years.

Well mmm I have both here. I was told that some 8 rib pulleys have different offsets?

IDE give JDM a call, they may have tables etc.

The only other suggestion would be a Roush FEAD drive but it would probably be cheaper to go down the other route, never seen a Roush FEAD forsale, then you would need a snout etc etc.

Offer still stands for the parts. Looks like the bolt broke an the pulley and hub fell out? If so, tou could extract the broken stud and instal a new bolt / shaft. 10 mi fix if you get the stud out.

 

What broke exactly?

The shaft the the pulley bolts too? The bolt holds the shaft to the lobe hub. If the bolt broken then I have a shaft / bolt for ya.

Her you can see where the shaft bolts to the 5 lube timing hub. Well technically you cannot lol, but once the bearing is pulled you will see 3 lobes and 3 cap heads.

 

I you pull the blower, remove the top cover, the Direct drive assembly simply bolts to the timing hub. It would be real easy to swap out.

This pic.



The drive bolts to the hub via those Cap screws below the bearing. The bearing will slide off with a decent 3 leg puller.

 

Probably all ready did this, but I would look around the engine compartment and out the back to make sure it didn't ding something on the way out.

 

Update. Replacement parts are on the way from Whipple. 8 rib conversion is a go. Whipple is making me a spacer that will allow me to use the Lightning 8 rib pulley on my blower.

Looking forward to getting her boosted again and hitting the track as well. 8 rib setup will look really good.

 

i dont know all the particulars. how many miles, what caused damage, but if it where me i would send it in have it all rebuilt, while i have it off.

put it to bed and not worry about that part of the engine for a long time.

did they say what could have caused the broken part or is that a problem that just happens?

 

Been weighing the options. Per Whipple the bearings will make noise when they are nearing the end of there life span and that gives the owner plenty of time to act before anything happens. The failure has not caused any other issue. Here's what I've been able to find out...

These failures typically only occur when an engine blows or a back fire thru the intake on high hp motors. Either situation can produce a reverse spin which will cause the part to break. Jon Bond of Jon Bond Performance told me he was never a huge Whipple fan until they stepped up and reengineered this part to survive these conditions. The part was not flawed to begin with but could fail under either of the extremes I mentioned above. So they redesigned the part with a stud and nut instead of a bolt. This impressed him that they would under take the cost to redesign a part that was performing perfectly under normal circumstances.

So why did mine break? Well Whipple can't say without having the part. However they have a theory. Back when the blower was serviced by Stiegemeier the bolt could have been incorrectly torqued, there could have been oil or grease on the threads or washer. The spin of the blower and belt resistance will always work against the bolt in a tightening manner. If the bolt isn't torqued properly or has oil or grease it can over tighten or loosen depending on the spin of the engine. (Makes me think of head bolts and not using anti-seize or thread locker as it can screw up torque settings.) Anyway thats the theory. Not blaming Stiegemeier. Could have just been fatigue that caused this. Random once in a lifetime. I'm not upset. I'm getting the parts and the satisfaction of repairing my own blower. Plus the 8 rib conversion.

 

So package came FedEx from Whipple this morning. Replacement parts as ordered but no instruction sheet. I was told there would be one. Also no spacer for the Lightning pulley. Instead the $15 item for this was changed to shipping charges. I've emailed Whipple to see why there's no spacer, perhaps they discovered one is not needed. Kind of irritated now.

 

bull**** bull**** bull****!!!!

 

Well that sucks.

Once you pull the head unit and start stripping, it's fairly straight forward. You don't need to pull the 5 lobe timing hub which is a pig.

 

Well to there credit Dennis was quick to respond to my inquiry regarding the spacer and instruction manual. He emailed me the install sheet and said they found the Lightning pulley will not need a spacer. So instead of adding a shipping charge to the order sheet they simply made the spacer item for $15 a shipping charge. Whatever...

I can't wait to get the repair and 8 rib swap under way. Hoping to do it this week and weekend as time permits.

 

Back up and running?

 

No. It will be a while. Whipple sent me the parts and I got the install manual. Sadly the manual was not for my blower. So I called them and then found out that my blower was produced in the past 10yrs (duh) and the bearing is much larger which hides the bolts i need to access. No big deal. Just pull the bearing. The bad part is that when you install the new bearing you need to pull the rotor out. The pressure of pressing the bearing on the rotor while installed in the blower will put pressure on the back of the blower housing and is not good and basically asking for trouble.

So I sent her to Jon Bond Performance. Gonna let him do it and probably replace the rear bearings while she's down.

 

While awaiting the blowers return I have begun the pulley swap to an 8 rib set up. All done except for the compressor pulley. Returned power steering pump puller to AutoZone last night and picked up the spanner wrench for the AC pulley. Looking forward to getting her back together.

 

Piccccccccy's!!!!!!!!!

Or it didnt happen