Supercharger guys..
Oct 31, 2004 | 08:52 PM
#11
TECH Apprentice
Joined: Jan 2004
Posts: 327
Likes: 0
From: Kansas City, Mo
Originally Posted by XFACTOR
Is your procharger noisy or what does it sound like?? i do plan on getting a stall but want to get the expensive mod done and then get the other stuff afterwards.
start listening from 40 sec all the way to 1:10
http://www.1320video.com/videos.php
go to the supertune dyno day video
Oct 31, 2004 | 09:14 PM
#12
12 Second Truck Club
Joined: Oct 2002
Posts: 1,677
Likes: 0
From: Salt Lake City, Utah
Originally Posted by XFACTOR
Is your procharger noisy or what does it sound like?? i do plan on getting a stall but want to get the expensive mod done and then get the other stuff afterwards.
Oct 31, 2004 | 09:20 PM
#13
My vortech sounds pretty cool at idle and part throttle. There are 2 problems with the kit so far. Im trying to figure out how to route piping for a FMIC and the MAF is preblower. Post blower seems to be the better way to go and that way you can vent to atmosphere instead of having to reroute the compressed air back into the system. My plan is pretty much to see how far everything will go when setup properly (5.3. tranny, and compressor) and upgrade as needed. I really want to see how well this V2 flows on the 5.3 and 6.0 and then I will upgrade to a T trim or maybe even a turbo.
Oct 31, 2004 | 11:27 PM
#14
TECH Apprentice
Joined: Jan 2004
Posts: 327
Likes: 0
From: Kansas City, Mo
the rattling sound is the oil slinger that sound goes away even with the slightest touch of the gas. you wouldnt believe how much louder the exhaust is with the procharger even with stock exhaust. my cutout plate was open during that run. from the inside of the car you can hear it whining. when it blows off it sonds really cool too.
Nov 1, 2004 | 12:43 AM
#15
There is some strange information in this thread, maybe I can help.
Roots superchargers (Magnason/Radix/Eaton) are positive displacement blowers. They move a fixed volume of air from one side to the other in the cavities created between the lobes and the housing. Boost is steady from off-idle through the entire RPM range. This unit is not a compressor - air simply piles up on the discharge side.
Twin Screw superchargers (Whipple/KenneBell/Lysholm) are true compressors. The two rotors, male and female, have a different number of lobes - usually 5 to 3. The rotational RPM difference between the two rotors corresponds to this also. Twin Screw compressors move a fixed volume of air axially, usually rear to front, unlike a roots which moves air perpedicularly. The cavity of air trapped between the rotors and the housing gets gradually compressed as it is moved through the unit. Twin Screw superchargers also maintain steady boost through the entire RPM range.
The throttle bodies on a roots or twin-screw system are on the intake side of the supercharger. At idle rotors are under the same vacuum the intake manifold is. There is a bypass valve. This valve is normally open to allow bypass at throttle positions where the intake is under vacuum. As throttle increases and vacuum drop the bypass closes and allows boost to build on the discharge side of the supercharger.
Centrifugal superchargers (Vortech/ATI Procharger/Powerdyne/Paxton) are variable displacement blowers. Boost from these increases exponentially as RPM increases. The load on the belt needed to drive this boost also increases at the same rate. Centrifugals need to be sized to provide maximum tollerable boost right before the shift point without resorting to bypass to control pressure. The throttlebody in a centrifugal system is usually left at the stock location at the entrance to the intake manifold. The discharge side of the supercharger is either plumbed directly to it or first through an aftercooler and then on to it. The purpose of the bypass valve is to prevent overboost. In some systems the bypass is vented to the engine compartment and sometimes it is plumbed back to the inlet side of the supercharger. The placement of the MAF sensor in the induction path determines the type of bypass that is acceptable.
A twin-screw or roots supercharger will work well with a relatively low-stalling torque converter. A centrifugal system will come alive with a relatively high-stalling converter.
Roots and twin-screw superchargers ARE harder on the drivetrain than centrifugals because boost is instantaneous and can come on very abruptly, partiularly during a downshift.
Roots superchargers (Magnason/Radix/Eaton) are positive displacement blowers. They move a fixed volume of air from one side to the other in the cavities created between the lobes and the housing. Boost is steady from off-idle through the entire RPM range. This unit is not a compressor - air simply piles up on the discharge side.
Twin Screw superchargers (Whipple/KenneBell/Lysholm) are true compressors. The two rotors, male and female, have a different number of lobes - usually 5 to 3. The rotational RPM difference between the two rotors corresponds to this also. Twin Screw compressors move a fixed volume of air axially, usually rear to front, unlike a roots which moves air perpedicularly. The cavity of air trapped between the rotors and the housing gets gradually compressed as it is moved through the unit. Twin Screw superchargers also maintain steady boost through the entire RPM range.
The throttle bodies on a roots or twin-screw system are on the intake side of the supercharger. At idle rotors are under the same vacuum the intake manifold is. There is a bypass valve. This valve is normally open to allow bypass at throttle positions where the intake is under vacuum. As throttle increases and vacuum drop the bypass closes and allows boost to build on the discharge side of the supercharger.
Centrifugal superchargers (Vortech/ATI Procharger/Powerdyne/Paxton) are variable displacement blowers. Boost from these increases exponentially as RPM increases. The load on the belt needed to drive this boost also increases at the same rate. Centrifugals need to be sized to provide maximum tollerable boost right before the shift point without resorting to bypass to control pressure. The throttlebody in a centrifugal system is usually left at the stock location at the entrance to the intake manifold. The discharge side of the supercharger is either plumbed directly to it or first through an aftercooler and then on to it. The purpose of the bypass valve is to prevent overboost. In some systems the bypass is vented to the engine compartment and sometimes it is plumbed back to the inlet side of the supercharger. The placement of the MAF sensor in the induction path determines the type of bypass that is acceptable.
A twin-screw or roots supercharger will work well with a relatively low-stalling torque converter. A centrifugal system will come alive with a relatively high-stalling converter.
Roots and twin-screw superchargers ARE harder on the drivetrain than centrifugals because boost is instantaneous and can come on very abruptly, partiularly during a downshift.
Nov 1, 2004 | 06:02 AM
#16
Cuz I AM a BADMOFO
Joined: Apr 2003
Posts: 3,624,039
Likes: 0
From: Mission to Uranus
Originally Posted by James B.
There is some strange information in this thread, maybe I can help.
Roots superchargers (Magnason/Radix/Eaton) are positive displacement blowers. They move a fixed volume of air from one side to the other in the cavities created between the lobes and the housing. Boost is steady from off-idle through the entire RPM range. This unit is not a compressor - air simply piles up on the discharge side.
Twin Screw superchargers (Whipple/KenneBell/Lysholm) are true compressors. The two rotors, male and female, have a different number of lobes - usually 5 to 3. The rotational RPM difference between the two rotors corresponds to this also. Twin Screw compressors move a fixed volume of air axially, usually rear to front, unlike a roots which moves air perpedicularly. The cavity of air trapped between the rotors and the housing gets gradually compressed as it is moved through the unit. Twin Screw superchargers also maintain steady boost through the entire RPM range.
The throttle bodies on a roots or twin-screw system are on the intake side of the supercharger. At idle rotors are under the same vacuum the intake manifold is. There is a bypass valve. This valve is normally open to allow bypass at throttle positions where the intake is under vacuum. As throttle increases and vacuum drop the bypass closes and allows boost to build on the discharge side of the supercharger.
Centrifugal superchargers (Vortech/ATI Procharger/Powerdyne/Paxton) are variable displacement blowers. Boost from these increases exponentially as RPM increases. The load on the belt needed to drive this boost also increases at the same rate. Centrifugals need to be sized to provide maximum tollerable boost right before the shift point without resorting to bypass to control pressure. The throttlebody in a centrifugal system is usually left at the stock location at the entrance to the intake manifold. The discharge side of the supercharger is either plumbed directly to it or first through an aftercooler and then on to it. The purpose of the bypass valve is to prevent overboost. In some systems the bypass is vented to the engine compartment and sometimes it is plumbed back to the inlet side of the supercharger. The placement of the MAF sensor in the induction path determines the type of bypass that is acceptable.
A twin-screw or roots supercharger will work well with a relatively low-stalling torque converter. A centrifugal system will come alive with a relatively high-stalling converter.
Roots and twin-screw superchargers ARE harder on the drivetrain than centrifugals because boost is instantaneous and can come on very abruptly, partiularly during a downshift.
Roots superchargers (Magnason/Radix/Eaton) are positive displacement blowers. They move a fixed volume of air from one side to the other in the cavities created between the lobes and the housing. Boost is steady from off-idle through the entire RPM range. This unit is not a compressor - air simply piles up on the discharge side.
Twin Screw superchargers (Whipple/KenneBell/Lysholm) are true compressors. The two rotors, male and female, have a different number of lobes - usually 5 to 3. The rotational RPM difference between the two rotors corresponds to this also. Twin Screw compressors move a fixed volume of air axially, usually rear to front, unlike a roots which moves air perpedicularly. The cavity of air trapped between the rotors and the housing gets gradually compressed as it is moved through the unit. Twin Screw superchargers also maintain steady boost through the entire RPM range.
The throttle bodies on a roots or twin-screw system are on the intake side of the supercharger. At idle rotors are under the same vacuum the intake manifold is. There is a bypass valve. This valve is normally open to allow bypass at throttle positions where the intake is under vacuum. As throttle increases and vacuum drop the bypass closes and allows boost to build on the discharge side of the supercharger.
Centrifugal superchargers (Vortech/ATI Procharger/Powerdyne/Paxton) are variable displacement blowers. Boost from these increases exponentially as RPM increases. The load on the belt needed to drive this boost also increases at the same rate. Centrifugals need to be sized to provide maximum tollerable boost right before the shift point without resorting to bypass to control pressure. The throttlebody in a centrifugal system is usually left at the stock location at the entrance to the intake manifold. The discharge side of the supercharger is either plumbed directly to it or first through an aftercooler and then on to it. The purpose of the bypass valve is to prevent overboost. In some systems the bypass is vented to the engine compartment and sometimes it is plumbed back to the inlet side of the supercharger. The placement of the MAF sensor in the induction path determines the type of bypass that is acceptable.
A twin-screw or roots supercharger will work well with a relatively low-stalling torque converter. A centrifugal system will come alive with a relatively high-stalling converter.
Roots and twin-screw superchargers ARE harder on the drivetrain than centrifugals because boost is instantaneous and can come on very abruptly, partiularly during a downshift.
Nov 1, 2004 | 08:46 PM
#18
TECH Junkie
Joined: Apr 2003
Posts: 3,350
Likes: 0
From: Houston, TX
Think this has made my mind a little clearer now. But still sounds like either one would be a good decision just depends on when you want boost.I want instant boost so if im seeing this right i need the radix right?
Nov 1, 2004 | 09:02 PM
#20
Joined: Apr 2004
Posts: 16,820
Likes: 2
From: In a van DOWN BY THE RIVER
Originally Posted by 5.3 racer16
how about a powerdyne there only like 2500 dollars are they any good?