The hottest twin screw blower out for 05 is from Saleen. It uses a double heat exchanger system. It will be the most efficient positive displacement you can buy. I'm sure it will be expensive. Too bad, I wish Saleen made their stuff more affordable
Nice to see you here tonight, birdieman. Did you get to half pass today ??
_____________________________
You all can beat me on race day, just stay the H3LL out of my parking spot !! ;~}
How do you run 450hp when you have 475? Is it the amount of the rpms that dictates this?
thanks
You let the amount of boost you run (pulley size) dictate your hp.
quote:
Nice to see you here tonight, birdieman. Did you get to half pass today ??
Yes, no problems, straight down broadway. I think it ran a 3.1 something at around 265 mph. It carried the front wheels for 200'. Fun stuff. Tomorrow I'll drive it to around 1000'.
Posts: 1368
Joined: 2/16/2005 From: bay area Status: offline
hell.. I only have 50 miles on my car.. I have to break it in first then get an SC.. so I will have some time before I can load it with tons more HP. hopefully by that time I will be able to shift like a man!! ahaha After 3 years behind a beat up 87 honda my shifting skills are well.. sad... Its getting better.. but that damn first gear is messing with me.. I just touch the gas and it shoots the 3K!! haha... ohhh well
How do you run 450hp when you have 475? Is it the amount of the rpms that dictates this?
thanks
You let the amount of boost you run (pulley size) dictate your hp.
quote:
Nice to see you here tonight, birdieman. Did you get to half pass today ??
Yes, no problems, straight down broadway. I think it ran a 3.1 something at around 265 mph. It carried the front wheels for 200'. Fun stuff. Tomorrow I'll drive it to around 1000'.
You gotta be a G's addict !! lol No wonder you have a soft spot for the E cars. Enjoy tomorrow, may she go straight and true !!
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
Birdieman4 or others:
Since the connecting rods are the weakest link, could you bolster the engine with stabilizing arms or something that would circumvent the need to run lower boost?
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
Let me preface the following statement in that I am trying to immerse myself in the modification thing, but will mispeak/quote what I have been hearing.
As far as the connecting rods go, I was quoting someone I talked to offline and was not sure exactly what they meant. I am really trying to understand the full scope of what I will be doing to the car financially and mechanically speaking so that I fully appreciate what I will do.
It is my understanding the the weakness in the 4.6 engine is that the crank, connecting rods and the pistons are cast, not forged. It is also my understanding that cast means, hot metal poured into a mold, cooled, then machined. forged is metal that has been heated, then beaten into shape thus making a much stonger end product. I understand that this is a very simplistic way of looking at it, but that is what I'm trying to do. The rotating mass has to deal with centrifical force as well as torsional effect of the torq of the motor. the more you increase the demand for power, the stronger the internals have to be to stay together. When someone mentioned that you could change the pullies to adjust boost of the blower, they meant the one on the front of the blower, just like a gear on a ten speed bicycle, the smaller the gear the faster it turns the blower giving more boost, at least that is my understanding of it. you can get more than one to adjust for daily driving, then sat night races. but, more boost = more HP = more internal stress on the engine. from what I'm picking up, it looks like you wouldn't want to boost much past about 430 hp without considering upgrade of internal rotating mass components. they said here first connecting rods, them crank, and I'm sure in there somewhere is the piston. i think If I was to go this route, I would do all at the same time, so a proper balance can be maintained. My rough understanding is that the counter weight on the crank needs to balance with the combined weight of the conecting rod and the piston, and all should be very close throughout. I also seem to remember that higher RPMs can cause a problem with valve springs, but I am unsure of this with the newer cam in head heads... is this still a problem? Hope this clears some of it up, and by all means if I'm wrong will someone pipe in and help out? Marty
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
Marty:
Thanks for that information. It certainly helps with my understanding, albeit a little over my head. I don't want to be that person that gets all of the modifications done because I have the money, but completely lack any knowledge of what I did, or how it all translates.
I really want to learn everything that I am doing and to be able, at some point, to be able to do some modifications myself.
What type of costs are associated with the connecting rods, pistons, etc. that you spoke of in your post?
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
One other thing:
Assuming the SC as an upgrade and it is limited by pulley size so that output is in an acceptable range (420-450), does the impact of a cat-back system and x-pipe add to the stress of the motor or is that separate?
I am trying to keep my head above water on all these things, so please bear with me as I soak all this information in.
The sky is the limit on price, best thing to do is shop around. You dont need top of the line oliver rods made for a nito burning funny car... Best thing I can suggest is decide first off, what do I need vs what can I afford. there are certain lvls of performance that open up a pandoras box. That is why some people on this forum keep asking questions about what the stock drive line can handle. 600 HP will do you no good if it twists the drive shaft into a pretzel. I am unsure of the answers to these questions, I dont know enough about this cars stock build to answer most of these questions. will the clutch hold up? is the cooling system going to be needing to be upgraded? are the axels up to the task or do I need to contact Strange axel? what is the limit of the trans? since this is a new car, alot of people are going to sit back and watch to see what happens to the first experiments . I'm one of those who will have to wait for a while, and learn.
I'm the wrong one to ask the SC question, but the way I see it is, more air in = more air out, unless obsructed. The real problem that I see is that someone might not see the obstruction in the exhaust as the reason they do not get the performance they want, and flog the engine even harder to get it, and in a sence cause the added engine stress themselves.
But, turbos cause a certain amount of backpressure on there own, but I guess the added boost offsets it. They have been doing turbo superchargers for years and years, and they have a deifinte following. Marty
Assuming the SC as an upgrade and it is limited by pulley size so that output is in an acceptable range (420-450), does the impact of a cat-back system and x-pipe add to the stress of the motor or is that separate?
I asked a similar question on the tech forum and was told that the HP gained from exhaust is because the engine is doing less work per a given RPM, i.e. less force the engine is working against. So to answer your question, it's "separate."
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
The Vortech is a centrifugal blower, which from what I have gathered takes longer to reach the boost, whereas the twin-screw has an immediate boost at 2k RPM. My biggest issue with the GT is the starting speed, not the top-end stuff.
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
Assumption: Whipple SC
Other than for sound, would I put the cat-back systems and x-pipe on the GT or would this cause additional stress on connecting rods and such?
I want to know where to spend my money when it comes time. Should I go with a SC without the other mods or add things like the exhaust system to add HP to the wheels that might or might not strain the engine?
Other than for sound, would I put the cat-back systems and x-pipe on the GT or would this cause additional stress on connecting rods and such?
I want to know where to spend my money when it comes time. Should I go with a SC without the other mods or add things like the exhaust system to add HP to the wheels that might or might not strain the engine?
Thanks for your help.
If you do a catback with X pipe, it will actually relieve a little stress on your motor, because it wont have to work as hard to make power under boost. When you increase the flow of your exhaust system, your car will actually make more hp with less boost. I say do the Whipple and exhaust, and that's it. With, say, 430 rwhp you ought to be mighty happy. You won't need to upgrade any motor internals running 430 rwhp. The only reason you would upgrade some of your internals would be because you want to run more than 450 rwhp. Any other Q's?
Posts: 466
Joined: 2/15/2005 From: San Diego, CA Status: offline
Birdieman:
Thanks again. What you said was right in line with what I was thinking, but I am no expert. So I put the Whipple in and the exhaust, SCT calibrator and the dyno tune. Is there a part (i.e., pulley) that comes with the Whipple that needs to be changed out or do I hand the parts to the mechanic and say 'make it happen'?
Printable Version
RE: Whipple Supercharger for 05 GT - 
. 
