average power or power under the curve:

why is this important? mainly because more power over time, looking at a typical situation here, or our street driven/daily driven trucks, will equal driving the faster vehicle, this is the Radix's bread and butter folks

some quick examples:

The average horsepower over time is one reason why the fastest drag racing cars in the world use specialized slipper clutches to allow their engines to spin at maximum horsepower and attempt to transfer as much of that power as possible to the tires. The clutch is setup to slip most of the way down the track and engine power is backed down to avoid spinning the tires once the clutch stops slipping near the end of the track.

A little closer to home,
We can replace our torque converters in our cars/trucks with a higher-stalled converter and can instantly increase our ET in the quarter mile. Why? because the higher stall allows the engine to maintain a higher average horsepower number.

 

another important aspect when selecting a FI System should be durability, especially for us street guys who aren't made of money

one point to consider (IMO) is that the durability of the Eaton Supercharger was the first criteria which was addressed during the designing of the supercharger. Dedicated engineers with backgrounds in compressors, gearing, tribology and metallurgy, as well as thermal and structural analysis enabled Eaton to find solutions to many durability concerns. In addition, customer durability testing employed strict criteria increments of torque and speed. Successful completion of numerous 500 hour durability tests established a firm grasp on achieving a durable product. In addition, numerous vehicles have successfully completed 100,000 mile, OEM, vehicle durability. Improvements in bearing and seal designs also aided in a product which meets all OEM durability criteria. Safety, in turn, follows suit once durability is achieved. The OEM criteria for safety must be designed into the product prior to supplying any manufactured component.

 

The only real problem with the M112 Radix supercharger is it's lack of displacement.A Radix does a great job at supporting boost to a 5.3 or 5.7 liter LS motor and a good job at boosting a 6.0,witness this by the change in pulley size required to support each larger displacement.With a larger displacement or higher flowing motor you have to pulley down to the point that you are spinning the supercharger faster than it was ever designed to go.My 402 makes 6lbs of boost with a 2.75" pulley and revs to 6600rpm at every shift spinning the supercharger to about 18,000rpm at every full throttle shift.I made a lot of power with a Radix system despite being far past the limits of the blower.I need a bigger blower,a 9percent larger displacement M122 that already available to the OEM market,but has not become available to the aftermarket yet.Even with the larger M122 my setup would be limited by the displacement of the supercharger.Your only option would be to go with twin Radix superchargers on a max effort motor to have 1000+ hp potential..

 

what sort of parasitic loose are we talking about at full throttle max blower rpms. I know there is a valve bypass for low rpms(I think a clutch disengaging the pulley would be better) but how much is being sacrificed to drive the blower 18k+ rpms

 

there is no arguement that the radix is the best for durability. if you want 400-500rwhp i would not even consider any other system.

the power under the curve is an interesting discusion and for daily driving fun once again i give this one to the radix.(if you are happy with 500rwhp).

if you want more then the radix is not your best choice and there are easy ways for us drag racers to have full boost off the line when we really want it like at the track. power under the curve really isn't much of an issue for people at the track, you go for max power and then work the rest of your driveline so you are in that part of the rpm range.

 

i am not sure about the whipple compresing the air even at idle. the whipple add said something about less than 1hp to drive when not under boost. if there is a big hole at the outlet of the compresor attached to the intake then i dont see much compresing going on there.

as for how much hp at wot you would have to look at the charts and use blower rpm and boost to look that up. for extreme rpms like over 20k on the radix it would apear to be geting close to 100hp to drive the thing. this is just an estimate since all of their charts only goto 14k. the whipple would be similur.

this is side of the debate has to goto turbos. while there is some exhaust restriction the motor doesn't have to first make the power and then give it back up. what i am saying here is if the pistons/rods/crank/block can all 700fwhp before flying apart then you will be able to push a turbo up to that limit but a blower will only be puting 600fwhp to the tranny while the other 100hp goes to drive the blower. this is at the higher hp levels and down in the 400-500hp range there is much less drive hp.

there is another interesting point that is made in corkey bells maximum boost book. one of the highest loads for the conecting rod is at the top of the exhaust stroke because there is no presure against the piston and it is trying to fly out the top of the block. the rod has to actualy hold the piston in the motor. the load at that point is greater than any other time. with a turbo motor you have exhaust presure at that time. you can actualy make much more power and have less of a load on the rods because there is always a compresive load on the rods.

those 2 things above are why a turbo motor can make so much power with stock parts. more power than any other route.

 

Guess its time you all meet BlownChevy the NON MOD....no more bitching to the site owners.....This one is for you Naked That being said lets move on:


The Radix is what it is, EXCELLENT street/strip power for the guy that does not want to tear into his engine and make some good power......

That being said, if you want to take the Radix to the limit....The potential is there to make some serious power, I would bet that an experianced engine builder could easiy build a 402 to make 700 fwhp with ONE MP112. I know in a "certain" previous thread that I mentioned some flow charts for the MP112, I will provide these at a later date....I hope you all understand that we are 3 weeks from SEMA and things are a bit hectic in the office/ship right now.

SOOOOO lets do this, have some fun......I have not seen any serious real time info from a Kenne Bell customer....are there any out there?

 

The whipple and KB are true internal compression devices...they are a compressor to the 10th degree....so yes even with their "bypass" valve they are still compressing in the housing at idle. You can not unload a screw blower.

 

whats that say at the end of your thread?

soo, your saying in a few weeks you may have some charts for mp112 with some mods to it and at higher rpms? that will be interesting to look at

 

I will work on it and get it done as soon as we get past the SEMA show mess.....This is the MOST hectic time for any automotive aftermarket company. As stated in a earlier thread the mp112 can flow over the rated CFM that the current flow chart shows. The limiting factor in ANY draw through application is what is infront of the inlet (again, from an earlier post). Dont make this out to be a "the Radix will kick a Turbos ***" mentality....this is not the case....However a MP112 up against a like sized turbo would be a good comparison.