After running our '03 Cobra engine in "Mods for 4V Mods, Part 1," we were excited about the prospect of returning to the dyno with the supercharged crate motor. Supplied by Ford Racing, the four-valve 4.
In the first installment, we put the powerplant on the engine dyno and ran it in near stock trim. The motor was equipped with an electric water pump, 2. Equipped with the factory timing curve though a leaner-than-stock fuel curveand the factory blower and crank pulleys thus stock boost pressurethe '03 crate 4. After the baseline run, we tuned the timing, installed headers and an Accufab throttle body and then proceeded to crank up the boost pressure on the Eaton supercharger.
When it was all said and done, the blown Cobra motor produced a best reading of hp and lb-ft of torque using a 7. As SVT Cobra owners have come to expect, the boosted four-valve produced monster torque, but the boost pressure and attending horsepower supplied by the Eaton fell off at increased engine speeds. While Cobra aficionados have been known to run more aggressive pulley ratios than the ones tested previously, the gains experienced are primarily in the lower rev ranges.
The extra boost pressure and torque production feels great and can be enjoyed on a regular basis down low on the street, but becomes of limited value on the track at reducing e. After finding the horsepower limit of the Eaton supercharger, we were anxious to take four-valve performance to the next level. Before we could go forward, we actually had to take a step back, in this case, back meant without boost. That's right loyal readers, to better illustrate the gains offered by the Eaton supercharger on the Cobra 4.
Replacing the supercharger with a non-blower intake from an '01 4V Cobra would allow us to graphically demonstrate the power gains offered by the supercharger.
Think about it as installing a supercharger on a low-compression Cobra motor, just in reverse. Thanks goes out to the gang at Kenne Bell for supplying not only the twin-screw supercharger to be used laterbut also the '01 Cobra intake for testing. Why go to all the trouble of running the supercharged Cobra engine in normally aspirated form you ask?
The effectiveness I hesitate to use the scientific term efficiency here of a supercharger can be calculated with some simple math. Basically speaking, if the normally aspirated motor has For instance, if our normally aspirated motor produced hp at atmospheric pressure and we supplied 1 Bar or an additional Of course, this doesn't always happen, as things like the parasitic losses associated with driving the blower combined with the efficiency of the blower itself will reduce the eventual percentage gains.
The gains offered at lower or higher boost levels can be calculated by using percentages of Bar For example, suppose we ran just 10 psi of boost on our hp motor. To gauge the effectiveness of the supercharger, we would take 10 psi and divide it by If everything went perfectly, we could expect the power output of our hp motor to increase by 68 percent at 10 psi.Also, modifying a naturally-aspirated A-series to achieve h. A viable alternative is forced induction, via a turbocharger or supercharger.
Mama mia! Importantly, none of the above superchargers can be fitted with an intercooler. Adding high-lift rocker arms, a long-center-branch header, free-flowing 1. Standing-start acceleration is dramatically improved, as are passing and hill-climbing in top gear.
The additional torque means you can run a taller differential ratio for better economy and less engine wear on the highway. Our intercooled supercharger conversion is compatible with an SU HIF44 carburetor or electronic fuel injection. Our intercooled supercharger conversion utilizes Eaton's M45 45 C. You should look for model no.
If you locate other models fitted with this blower, please let us know! This supercharger has the same, 45 cubic inch displacement as the unit fitted to the Mini Cooper S. Here are some photos comparing the above-listed designations:. This supercharger features inlet and outlet ports on the same side of the housing:.
This compact supercharger also affords access to the distributor. Below is an image showing that you can remove the distributor without disconnecting the high tension wires from the cap. While fitting an intercooler is optional, doing so provides a cooler, denser mixture and eliminates the need to remove the engine to install low-compression pistons.
A pre-heated intake charge, pre-detonation, and back-firing, common issues where the supercharger bolts to the head via a shallow plenum manifold, are eliminated. Our conversion uses an inexpensive, widely available intercooler from a Audi A4 1.
The horns, and the heater control vane in some models, are relocated as described here :. The system is designed to generate approximately 5.
TVS precision air flow technology
We use the modular supercharger pulley kit offered by Smoothflow Pulleys below, which enables pulley changes minutes to achieve desired boost. It also positions the pulley properly per the free downloadable mount diagrams. The same pulley combination may produce different boost at different elevations, and of course internal engine modifications and the condition of your engine will yield varying results. To get started, review the FAQs and step-by-step online instructions. Then visit our purchasing page to download free plans to fabricate the supercharger mounts, and to order the core components in the parts listincluding the 5-rib crankshaft and water pump pulleys required for the serpentine belt conversion.
You can then run your car naturally aspirated while completing the balance of the conversion in stages to suit your budget and time constraints.
Turbochargers have been fitted to the A-series engine, but no kits, fabrication templates, or instructions are available.Recently, it occurred to us that perhaps a basic easy to understand discussion on supercharger efficiency might pre answer many of these questions. So, our goal is to provide you with a thorough and informative overview of the basics of supercharging, ratings and the 3 areas of supercharger efficiency.
God gave us So, of course, your non supercharged engine will perform better at sea level where it has more boost Because an engine creates a vacuum as it rotates thereby allowing the higher pressure atmosphere to rush in and fill the vacuum with Add the 20 psi to the Floor the throttle at sea level and the gauge will read With a supercharger and 6 psi boost, your new absolute pressure gauge will read The 2 psi loss with a 6 psi kit This is a big number as There are many factors to consider when purchasing a supercharger.
Before making a decision, one should first understand the basic terminology size, ratings, volumetric efficiency, thermal efficiency and adiabatic efficiency. We will attempt to make this a no B. A supercharger is merely an air pump that pumps more air into the engine than the engine, which is also an air pump, can discharge or exhaust. The excess air from the supercharger creates a back pressure which we commonly refer to as boost. For example: A good HP engine is pumping out or sucking in approx.
So if the supercharger pumps cfm into the cfm engine, the result will be a back pressure build up boost. The more air the supercharger pumps in, the higher the boost and the greater the HP output.Superchargers: Roots vs Twin Screw vs Centrifugal (Whipple, eaton, VMP, procharger) supercargador
If boost drops off with an unrestricted inlet as engine rpm increases, that is a tell tale sign the supercharger volumetric efficiency air cfm in vs. More on that later. Volumetric efficiency indicates how efficiently the supercharger breathes and leaks. For example: If a supercharger has a displacement of 10 liters but only 7. When the VE drops off, so will the cfm, boost and engine HP. If the VE is low, the boost is low. Remember, lower cfm supercharger output equates to less boost.
Centrifugals have a relatively poor VE in the low and mid range rpm band, but are equal to the Twin Screw at peak boost. A high adiabatic efficiency means the supercharger consumes less energy HP from the engine to drive it, thereby leaving more engine power for acceleration — and higher dyno numbers. This clearly shows up on a Dynojet when 2 superchargers are tested on the same engine with equal boost.
Two superchargers may have comparable volumetric efficiency VE but one may have lower power consumption higher adiabatic efficiency. Temperature efficiency is the difference between the temperature entering the supercharger as compared to the boosted discharge air temperature.
Be aware that a temperature reduction AFTER the supercharger will typically not make more HP — as many experts would falsely lead you to believe.
At Kenne Bell, we understand intercooling. Look at it this way. Your supercharger discharges 90 cfm of air in one revolution. The oxygen in the balloon will always weigh the same regardless of how much it is cooled. Then how can this trapped air magically acquire more oxygen molecules? It cannot. So lose that power robbing underhood exposed filter. Superchargers are rated by liters Lcubic inches cfm.
For example; An Eaton 90 90 cu.Here are the 2. The 2. Either finish is available on all blowers. But while Kenne is no longer, the name remains, hence the familiar Kenne Bell. To tell the story of the new Kenne Bell supercharger, we should begin in Sweden.
In fact, all the popular twin-screw superchargers the U. So, while Kenne Bell, Whipple, Saleen, and others build their own housings and develop their own installations, the tricky-to-machine twin-screw rotor packs have all come from the land of the midnight sun. While Kenne Bell is still impressed with Autorotor and may still occasionally purchase some Autorotor blower packs, Kenne Bell is now building its own superchargers for all standard production kits.
More profit and more control over the product are the two reasons a company goes to the trouble of rolling their own.
By specifying precisely what he wanted in each supercharger, Jim Bell was able to build bigger, tougher blowers than the other guys. Bell hard-anodizes both of these billet-aluminum rotors for abrasion resistance, as some grit is bound to get through. Teflon is not used because it is soft, washes off with continuous exposure to gasoline some nitrous people run fuel through their superchargersand flaking Teflon clogs the intercooler.
Besides, the twin-screw rotors do not rub on each other or the case, so there is no friction to reduce with slippery coatings. We started it, introduced it to Ford, and have no intentions of relinquishing it. We should also say Kenne Bell focuses on our kinds of guys-hardcore hot rodders. Others offer blower packages to give a nice bump in street performance, and those superchargers do fine yielding modest boost for casual performance-so do the Kenne Bell offerings.
But Kenne Bell is dedicated to also supporting the hardcore blower fringe, where boost pressures resemble tire-gauge readings and the rpm levels look familiar to turbo tuners. Shaft sizes and bearings are larger, which is a result of moving away from what has been the Eaton standard. That is, many in the supercharger industry have stuck with the internal shaft and bearing dimensions used by the giant Eaton Corporation and its Roots blowers seen on so many OEM applications.
Admittedly, some of this beef is required because Kenne Bell has made its blowers as large and as long as possible. With billet cases and their limited outside dimensions, this has meant hogging out the internal dimensions and running a relatively longer supercharger in the bigger units. This can lead to rotor flex and thermal stability issues, but by stepping up the materials, bearing sizes, and attachment hardware Jim Bell says his units easily deliver the strength and stability needed.This report from Automotive World explores the current state of supercharger technology and highlights the exciting new uses that Eaton is finding for its TVS technology.
TVS technology. TVS precision air flow applications. Eaton is the world's largest producer of Superchargers, the performance-boosting device of choice for many premium global brands. Our award-winning immediate-boost technology permits maximum performance using smaller engines, plus better fuel economy and reduced emissions. Eaton engineers and manufactures a full line of Roots-type superchargers for a wide variety of engine applications.
Advanced combustion. Automotive solutions. EGR pump. Fuel cell. Industrial air flow.
Marine high performance. Special report: Supercharger potential This report from Automotive World explores the current state of supercharger technology and highlights the exciting new uses that Eaton is finding for its TVS technology. Download the report. We provide sustainable solutions that help our customers effectively manage electrical, hydraulic and mechanical power — more safely, more efficiently and more reliably.
We have approximately 97, employees. Popular links. Let's talk big ideas View all social media.Because of their ability to produce an abundance of boost HP and torque at virtually any engine rpm, the Twin Screw and Roots type are the two most logical choices for supercharging. Although their appearance is similar, one should not confuse the two. Internally they are as different as night and day. The cooler denser air charge from the Twin Screw equates to even more engine horsepower and torque potential with less thermal stresses on the engine.
The compressed boosted air resides in the supercharger and makes it behave like an air tank. The amount and boost level depends on throttle depression.
Eaton Corp. The additional boost allows engine manufacturers to extract more power from an engine. Note how the air is not pumped the long way around the rotors as with the Roots. The shortest smoothest path between two points is always best for optimum air flow. Note the rotor rotation is the opposite of the Roots to avoid pumping air between the rotors and case. The final result is a cooler denser air charge, lower parasitic loss — and more engine horsepower.
Roots Operation. It has been well documented in numerous tests by automotive engineers around the world that the Twin Screw concept is, unquestionably, more efficient cooler air charge temperature and lower parasitic loss. Today, the preferred choice is the Twin Screw. It was selected by Ford for their most powerful and prestigious production car ever — the fabled GT. Mercedes switched to the Twin Screw. The latest is the Dodge HP Hellcat.
What does that tell you? It is not our intent to knock the Roots type.
2003 Ford Mustang Cobra Kenne Bell Twin Screw Supercharger - Mods For Mods Part 2
Both are proven, reliable OEM quality superchargers. However, the Twin Screw is clearly more efficient. Over 80 companies, including Eaton, have been licensed to produce the patented highly efficient Twin Screw rotors for compressors and superchargers.
Millions have been produced. Note how the undersized and less efficient 2. That extra drive power also requires tensioner belt and pulley considerations. These engine HP enhancers actually rob boost from an already undersized 2. The Kenne Bell upgrade Kit simply offers more HP and boost potential, with plenty of room to grow, without expensive bolt ons.
And you will never be intimidated or embarrassed to lift the hood of your Shelby — or worry about a 2.Original Poster.
Search My Stuff What's New 3 12 24 Whipple vs Eaton.!? Prev of 21 2 Seems there is a 2. Has anyone gone down this path? Results state side indicate much better power output from them and more proportionately up top as well. Some comment here from Whipple "Although the Twin Screw and Roots are both "positive displacement" superchargers the similarities end here.
Size for size, the Twin Screw is simply more efficient even at modest boost levels. But, at high boost levels the Twin Screw technology simply vanquishes Roots designed superchargers. If you set aside the rhetoric and advertising claims, what really matters most is how EFFICIENT the supercharger is, its upper power potential, and the related torque power curve.
Both are technically screw-type. Now accepted that the latest versions of each might tell a different story. Nope just reading The TVS does seem to have taken it to the twin screw guys recently. By all accounts the screw is better at faster rpm and PSI. But Its not likely relevant for the street. So on that basis it appears that the TVS is good Also it looks like there is a 3. Plus a new Gen in development with higher pressure capabilities. Hang on!!
Ringram going to the darkside. Shock horror, 2 manufacturers of twin screw compressors say their technology is far superior to the rootes design.
If they were so crap why do Jaguar, Range Rover and Audi use them on their flagship cars? The big TVS is available on boats only I think. Edited by wormus on Monday 12th December Read the last 2 threads Mr Fish, you will see its quite balanced So not predictable in the end. I call it a tie. I would not say Whipple was superior now after doing some more research. Sure the and suck balls as we all know. But the TVS holds its own.
TVS technology overview
Wormy, OEM's like simple and reliable, not fast and unreliable so they use the more reliable tech. Read the last 2 threads Mr Fish, you will see its quite balanced. Sarge 4x4 2, posts months.