Reply With Quote[QUOTE]Originally posted by Whipple Charged
It's pretty simple, the combo of lower temp and lower parasatic losses can be anywhere from 0-800hp depending on the application. The higher the boost, the more beneficial the screw becomes. You can't give exact numbers because every application is different. As I said, on the 900SC, it was over 100hp and that was the combo of lower parasatic losses and cooler temps. This was intercooled, it's more dramatic unintercooled because the intercooler effectiveness is higher with the increased temps.
I agree, and Ive stated that exact thing numerous times in this thread. The whipple shines at higher boost levels. But most of these boat guys wont even benefit from the big gains cause they dont run high boost levels in their boats.
What your missing is that the roots is no comparison to the screw in the higher boost levels.
Im not missing that point Dustin, on the contrary that has been my whole theme to almost every one of my posts!!!!
The airloc BDS? C'mon, your not grasping the concept. This makes the roots better at one PSI and worse at another. Do you think there actually somehow magically locking the air? No, there controling where the air discharges and there trying to tune the outlet so you would only leak air back into the case in the smaller area. As I said, a large majority of the rotors are not passing air, with those exposed to the intake, they are acceptable to leak more. But at the same time, if this is not perfected to the airflow requirement, you will restrict the outlet and actually defeat the purpose. I've worked with roots for years and even worked on developing one for racing but decided against it. The roots can be improved, leaps and bounds, what your talking about is still about 30 years behind in technology. That latest concept has been done by others.
Okay, here we go.Thats the tech that Im interested in. Ive asked questions about the airlocs almost everywhere including here and I couldnt get ANY independant feedback. Ive had to go as far as pretending I have a boat just so I could "hang" with the serious boat blower guys.Can I ask you more questions about the air locs. Where exactly is it moving the air and where does it make the boost\power better and worse? Also when you say "This latest concept has been done by others" who has done it and what gains did they see?
Now you keep refering to your motor, the fact is this, there is no such thing as a "tight" dyno. An engine creates a certain amount of energy or power, any number a measuring device gives other than what is truly being produced is whats known as "inaccurate." You should realize that you will never run your boat from 3000rpm to 6000rpm in 5 to 10 seconds under full load. If you think and even rec'd a dyno sheet that says 1175hp on your engine, a screw compressor motor with 100 less hp will still propel the boat faster. It will hold the HP within a few % while the roots will continue to fall. Put your hand on the roots after a run and then put your hand on a screw. Then tell me which is producing cooler air. Your getting false information, hold the motor at WOT for 10 minutes, see what it does. This is some of the durability studies we do.
Come on Dustin, the word tight is commonly used to illistrate a picture of accuracy. Thanks for the heads up though. :yuk: Okay this s8it talker runs 1\4 mile drag cars. I will run my engine this yr from 4000 rpm to 7000 rpm hopefully under 9 seconds.. I am aware that whipples are not SFI approved but I still wanted to understand them.
Thanks guys, I learned a little bit... I would still like to hear Dustins reply to my questions, but I will now go back to hanging out with the inbred drunkin trailer trash at my local drag strip.
R.
When I cranked up blower at the track and on the dyno it didnt help performance much at all. You must remember all my posts asking guys if they had tested the intercooled point of diminishing returns. More boost ya, more power.. Dont think so.
