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Old 04-02-2011, 03:19 AM   #169
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Originally Posted by calbert1999 View Post
Awesome. You must be permagrining all day long. Question, how do you like the Act clutch, what made you go with act vs other brands like Ram or Monster?

Are you driving this car daily with the twin disk or using strictly for racing?
I haven't actually stepped on it yet, I'm still in brazil... I get home Tuesday, pitch her up on Wednesday... And probably when I get home from the Fest, I'll write a full review of the car...
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If you can turn, you ain't going fast enough...
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Old 04-02-2011, 09:45 PM   #170
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nice numbers, bet you can't wait to spin those hair dryers
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Old 06-26-2011, 07:12 PM   #171
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Does anyone have a Whipple SC for a manual 2SS Camaro, if so what kind of output are you looking at?
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Old 07-02-2011, 03:47 PM   #172
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Originally Posted by 2012conv.rs/ss View Post
Does anyone have a Whipple SC for a manual 2SS Camaro, if so what kind of output are you looking at?
I got it. 619RWHP, 576RWTQ
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Old 07-04-2011, 11:41 AM   #173
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I hate how I can't make a decision between a Centrifugal or Roots lol
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Old 07-04-2011, 03:55 PM   #174
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I hate how I can't make a decision between a Centrifugal or Roots lol
Don't worry about it too much. Either system will make you happy. Do a spreadsheet in Excel to determine all the pros / cons, and then rate them based on what's important to you.
For, me I'm quite pleased with the ProCharger: We dyno'd with (4) pulleys and finally ended with (2) separate pulleys to determine the numbers at about 6200 rpm.

740 rwhp / 630 rwtq @ 8.5psi.
680 rwhp / 580 rwtq @ 7.5psi.

Both, of these setups were without a meth kit, and IAT's were well within acceptable range on hot engine.

As, you can see lot's of room to grow and I can pulley down 3 - 4 times before I reach the max capacity of the blower.

For me huge HP power gains, safety (no need for meth), good TQ throughout the power range, and lots of room to grow without having to completely change systems or go through major hoops down the road.

All the folks on this thread were very helpfull so I'm sure if you can't find the answers here you can ask, or PM me if you like I'll try my best to respond if it's not technical.

BTW - I should have done this a while back but lost track of the thread. See pic. of build.
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Old 07-05-2011, 05:46 PM   #175
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Quote:
Originally Posted by calbert1999 View Post
Don't worry about it too much. Either system will make you happy. Do a spreadsheet in Excel to determine all the pros / cons, and then rate them based on what's important to you.
For, me I'm quite pleased with the ProCharger: We dyno'd with (4) pulleys and finally ended with (2) separate pulleys to determine the numbers at about 6200 rpm.

740 rwhp / 630 rwtq @ 8.5psi.
680 rwhp / 580 rwtq @ 7.5psi.

Both, of these setups were without a meth kit, and IAT's were well within acceptable range on hot engine.

As, you can see lot's of room to grow and I can pulley down 3 - 4 times before I reach the max capacity of the blower.

For me huge HP power gains, safety (no need for meth), good TQ throughout the power range, and lots of room to grow without having to completely change systems or go through major hoops down the road.

All the folks on this thread were very helpfull so I'm sure if you can't find the answers here you can ask, or PM me if you like I'll try my best to respond if it's not technical.

BTW - I should have done this a while back but lost track of the thread. See pic. of build.
Dynojet right?

Your motor must make 470 rwhp N/A before blown - also there had to be a timing change with the pulley change. 1lb of boost should be equal to a 6.8% change with no other things changed. So if 680rwhp was at 7.5 then at 8.5 it should go to 726 on the high side and 709 on average.

Great numbers just seems like the gain is a lot for a 1 psi increase
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Old 07-30-2011, 01:43 PM   #176
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Dyno Video Whipple 2SS

Here's a video on the dyno of my 2011 2SS running Whipple kit, 3.875 Pulley, Long tubes, full 3" Exhaust, CAI Intake, ADM Race Scoop.

Was hoping for 600+ based on what others are getting in here ... but the 22" rims, on a safe tune for 91 octane obviously has an impact.

This is a daily driver ... So running octane boost on an aggressive tune is not really an option. I like to know I can give it a hard time without fear of frying the pistons.

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Old 09-30-2011, 03:12 AM   #177
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Well……you know what they say about opinions . Everyone has one. Here are mine as it relates to the above. Perhaps I should tell everyone what makes me uniquely qualified to address this issue. I am J.R. Granatelli, Owner of Granatelli Motor Sports. I have grown up in the forced induction world literally all my life. I have raced turbocharged Indy Cars, I have co-own my own Indy Car team but more to the point I worked at Paxton Superchargers from 1982 to 1990 and then purchased the company June 1990 and sold the company July of 1998. While all that had transpired, Jim Middlebrook, the owner of Vortech was my employee at Paxton and we gave him is first start in centrifugal supercharging as well. In 1982 we built a twin Paxton blown small block Chevy and installed it into my ’82 daily driver Camaro. We ran 204mph and set many records. However, even though I worked at Paxton I was always fascinated with Turbochargers - I removed the twin Paxton set up and installed twin 62mm turbos. We built 2 motors, 1 for the Camaro and 1 for a Caprice Classic 4 door (want to set both records) The simply by removing the Paxtons and installing the turbos we gained 180hp for a total of 950hp (seems like not so much today but we are talking about 1983 when this happened) The Camaro ran 261 and the Caprice ended up setting the 4 door record as well at 218 with 4 passengers too.

After selling Paxton in 1998 I went full speed ahead into the turbocharger business. We build and designed kits for many of the most popular GM, Ford and Dodge applications and many custom kits as well. In 2001 Ford had us build a Paxton Blown 4v Modular engine to go drag racing under their banner and again using 1 Novi 2000 supercharger (which I designed when I still owned Paxton) we made 1080hp. Again I removed the Paxton and installed 1 101mm turbo and made 1480hp.

Fast Forward to 2006 – I was approached by Jerry Magnuson to help work on the Eaton type Roots/Rotor/Screw type blowers. While this was a new path for us, I was more then eager to learn about this form of forced induction as well – now here comes my opinion….

CamBoy – I say NO WAY do you install a centrifugal on your V6. Centrifugals make boost linear to engine RPM. That means down low the centrifugal will not satisfy you – With the V6 you need to make up for the lack of Grunt (torque) right off the line. I think a turbo kit we be awesome for your requirement or a Magnuson type blower. I really don’t know anyone that offers a nice direct fit as off today. We are going to work on the V6 turbo kit as soon s the V8 is done. Whoever does build or sell you a forced inductions kit will most likely offer it with the appropriate air intake to go with it. I know Lingenfelter was working on V6 stuff but I am sure the prices will be stiff too. As for taking out a 370hp Dodge RT – I would say YES for sure that will be plausible

Riderover40 – To each his own – I hear what you’re saying but just a few things. Turbolag is a thing of the past. There is no such thing anymore as turbolag. When sized properly to the application it just isn’t there

Look at the dyno graph below -



I understand it is for a Mustang but it paints a perfect picture of how a perfectly sized turbo has no lag – even as low as 2600 the engine has picked up 60hp – that shows the boost is already there – in fact, 60hp at 2600 is a gain of 52% - that means this engine had at least 7psi by 2600 on its way to 10psi total. Turbos are as reliable and durable are any supercharger too. HEAT – I agree if you mount a turbo up by the valve cover there is extra unwanted heat and that needs to be factored in. We typically mount the turbos down low and heat is a non factor –

As for looks – I agree a Maggy in the center of the engine is hard to beat for looks – it looks clean – but so does a nice twin turbo system – as for centrifugal blowers like Paxton, Vortech and Procharger – they make but loads of top end power – probably the most but they look like they are out of place. – We agree on that

GenetX – If you have a V8 2010 and want all a great package – you cant go wrong with an off the shelf TVS2300 from Magnuson – with that said at 7.5 psi they make 450 to the tires in the real world – that works out to be 560 at the crank. If you plan to go over that - you need more than just the kit as delivered – like smaller blower pulley – voids warranty on blower, plus headers and perhaps a cam change. It is easy to make 550 at the tires with the TVS2300 but it takes more than just a standard kit with a 2 or 3 year warranty. The turbo on the other hand has proven to be a real 500 hp to the tires at just 5.5 psi and even 600 at 8psi. Single or twin – twin makes more power down low and package better – it is just a matter of moving air from point A to point T – (throttle body) - Wait until you see the twin turbo kit GMS and TTi are working on. It is worth the wait (4 more weeks)

Hope a few read this and take it for what it is worth – in the end you can’t make a bad choice - short of putting a centrifugal on a 6 cylinder – don’t do it.

SO we all know I am being totally honest – Yes I agree below 3k a Maggie is KING. After that the turbos win hands down. If what you want is a great car that is silky smooth down low and make BALLS out power on the Top – the centrifugal is great.
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Old 10-04-2011, 06:10 PM   #178
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Quote:
Originally Posted by Granatelli View Post
Dynojet right?

Your motor must make 470 rwhp N/A before blown - also there had to be a timing change with the pulley change. 1lb of boost should be equal to a 6.8% change with no other things changed. So if 680rwhp was at 7.5 then at 8.5 it should go to 726 on the high side and 709 on average.

Great numbers just seems like the gain is a lot for a 1 psi increase
i agree 1000% 1 lb of boost is not worth 60 rwhp.
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Old 11-05-2011, 05:53 PM   #179
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LS3 376
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Old 11-08-2011, 07:50 PM   #180
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From what I have seen no one seems to be taking about the Edelbrock E force supercharger kits. I'm thinking of going with the vortec or Edelbrock, because my 2002 ss camaro has a procharger kit on it already.
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Old 11-09-2011, 11:09 AM   #181
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I have the Edelbrock E-Force S/C on my SS. It is used only on the street so 546/rwhp and 522/rwtq is good for me. That is running on 6 lb of boost with a safe tune. I also like the appearance of it under the hood.



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Old 11-09-2011, 06:43 PM   #182
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Did you do install?




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I have the Edelbrock E-Force S/C on my SS. It is used only on the street so 546/rwhp and 522/rwtq is good for me. That is running on 6 lb od boost with a safe tune. I also like the apperance of it under the hood.



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