Whipple guys - Roll Call!
Dec 8, 2007 | 01:25 PM
#31
The issue is decelleration and handling accessory torque in the wrong direction. Serpentine belts work fine for lazy-revving engines with just normal accessories, but they cannot handle quick RPM drop, like during a shift or when the tires grab right after wheelspin. The supercharger is a lot of rotating mass spinning a very high RPM. It's just too much.
The 383 setup was running a 2.3L Whipple W140AX compressor with a 2.5" pulley and making 9psi of boost never more then 25 degrees over ambient and with zero knock retard, shifting at 5700RPM. It was up against too many limitation here to continue - the blower was too small, the pulley was too small and slipping, the blower was exceeding its RPM limits, and the whole sepentine drive sucked. I thought about doing a custom 8 or 10-rib drive for everything at major expense, but all the would do is stop the slippage, what about the water shafts shearing off and now the crank shearing off?
So... done. Must be re-engineered. The serpentine belt is the biggest arguement FOR turbos over superchargers. I love the Whipple but I will never design anything ever again that drives the supercharger from the same belt as everything else. Also, superchargers need to be driven from pulleys as close to the timing cover as possible to side torsional loading of the crankshaft.
Since I had to start over anyway I decided to begin with a better foundation. The smallblock had a lot of compromises. The Tahoe now has a salvaged MY2000 Vortec 454 (L29) big block in it. I modified the 454 wiring harness to include the SUV stuff that was missing. All the factory lines for fuel, oil, emissions and everything are in place. It looks a lot like it came this way. The L29 is stock right now, but it will grow...
I will post another thread on the conversion. It was very simple.
Dec 9, 2007 | 11:13 PM
#32
It was fun while it lasted but the whole notion of expecting that kind of power out of a serpentine belt setup was flawed! I've broken over a dozen belts, 3 or 4 tensioners, three water pumps, sheared the four bolts right off the whipple drive, and finally this last incident busted the snout right off the 4340 forged crankshaft.
The issue is decelleration and handling accessory torque in the wrong direction. Serpentine belts work fine for lazy-revving engines with just normal accessories, but they cannot handle quick RPM drop, like during a shift or when the tires grab right after wheelspin. The supercharger is a lot of rotating mass spinning a very high RPM. It's just too much.
The 383 setup was running a 2.3L Whipple W140AX compressor with a 2.5" pulley and making 9psi of boost never more then 25 degrees over ambient and with zero knock retard, shifting at 5700RPM. It was up against too many limitation here to continue - the blower was too small, the pulley was too small and slipping, the blower was exceeding its RPM limits, and the whole sepentine drive sucked. I thought about doing a custom 8 or 10-rib drive for everything at major expense, but all the would do is stop the slippage, what about the water shafts shearing off and now the crank shearing off?
So... done. Must be re-engineered. The serpentine belt is the biggest arguement FOR turbos over superchargers. I love the Whipple but I will never design anything ever again that drives the supercharger from the same belt as everything else. Also, superchargers need to be driven from pulleys as close to the timing cover as possible to side torsional loading of the crankshaft.
Since I had to start over anyway I decided to begin with a better foundation. The smallblock had a lot of compromises. The Tahoe now has a salvaged MY2000 Vortec 454 (L29) big block in it. I modified the 454 wiring harness to include the SUV stuff that was missing. All the factory lines for fuel, oil, emissions and everything are in place. It looks a lot like it came this way. The L29 is stock right now, but it will grow...
I will post another thread on the conversion. It was very simple.
The issue is decelleration and handling accessory torque in the wrong direction. Serpentine belts work fine for lazy-revving engines with just normal accessories, but they cannot handle quick RPM drop, like during a shift or when the tires grab right after wheelspin. The supercharger is a lot of rotating mass spinning a very high RPM. It's just too much.
The 383 setup was running a 2.3L Whipple W140AX compressor with a 2.5" pulley and making 9psi of boost never more then 25 degrees over ambient and with zero knock retard, shifting at 5700RPM. It was up against too many limitation here to continue - the blower was too small, the pulley was too small and slipping, the blower was exceeding its RPM limits, and the whole sepentine drive sucked. I thought about doing a custom 8 or 10-rib drive for everything at major expense, but all the would do is stop the slippage, what about the water shafts shearing off and now the crank shearing off?
So... done. Must be re-engineered. The serpentine belt is the biggest arguement FOR turbos over superchargers. I love the Whipple but I will never design anything ever again that drives the supercharger from the same belt as everything else. Also, superchargers need to be driven from pulleys as close to the timing cover as possible to side torsional loading of the crankshaft.
Since I had to start over anyway I decided to begin with a better foundation. The smallblock had a lot of compromises. The Tahoe now has a salvaged MY2000 Vortec 454 (L29) big block in it. I modified the 454 wiring harness to include the SUV stuff that was missing. All the factory lines for fuel, oil, emissions and everything are in place. It looks a lot like it came this way. The L29 is stock right now, but it will grow...
I will post another thread on the conversion. It was very simple.
Mar 4, 2008 | 12:28 AM
#33
Teching In
Joined: Nov 2004
Posts: 3
Likes: 0
I have an 2000 gmc pick up
Its had one on it for over 116000 miles with one problem.
1 transmission @ 65000 hard miles + it has a small shot of gas on it might not have helped matters any
It broke a few months afterI quit spraying it
Its had one on it for over 116000 miles with one problem.
1 transmission @ 65000 hard miles + it has a small shot of gas on it might not have helped matters any
It broke a few months afterI quit spraying it
Jan 12, 2009 | 01:00 PM
#35
TECH Enthusiast
Joined: Aug 2005
Posts: 732
Likes: 0
From: VA
I have one in a box with a lot of stuff in a box. My daugher goes WHLLLLLLLLLL when we walk past it...lol....
Its going on a 8.1L suburabn, Tuned with Hp tuners or LSedit.. (guys has both) Also going to do a cam swap, new springs and retainers, Injectors and have already done the fuel pump upgrade.
Its going on a 8.1L suburabn, Tuned with Hp tuners or LSedit.. (guys has both) Also going to do a cam swap, new springs and retainers, Injectors and have already done the fuel pump upgrade.
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