Yeah i can see that but if you are pushing that supercharger that much your probably gunna need more then meth like a built top end am i right

 

ooo saweet. Subscribed

later

 

Oh yeah... I'm assuming that if someone was to push it that hard, they have a built engine.

 

Umm, the chart I have shows its good till at least 2.2 bar and its still climbing, Eaton just didn't publish the rest.

 

I believe that the biggest pully they are gunna put on this supercharger is gunna be the limit maybe next size smaller but i think after that we are gunna need a built top end to hold all the boost

 

so uhh, i want this for my 2.4. mkay.

 

wow...it's gonna be that efficient, eh? it sounds like a dream come true for the money...

 

I believe its in production for the SS/SC models but anything is possible

 

ok. so with all of this talk going around, and everyone spitting out their thoughts on what should be, not knowing what is, I have the funds to work on something like this now. I see there are some real gearheads on this topic. What can we expect to have to modify in order to get this to even work? I am trying to understand this but between talk of needing smaller pullies and understanding the total air being moved by this improved item, my head hurts... bad.

I think it would be greatly appreciated if some of you that spent the time working and tuning your rides explain this in detail. I have been watching this thread for some time but it has wandered off subject and there has been much brainstorming but no real collective thoughts being processed.

 

No ones know yet what is gunna be needed for this until the tester get there hands on this unit

 

So any numbers yet?

 

Has anyone explored into improving our intake manifold yet? I don't think anyone has mentioned that at all...

 

Check out hahn racing i think they did a intake manifold aint 100 percent sure

 

i was looking for more out of my car personally and with the arise of this and the expected hahn 20g kit it seems as though i have more options(good stuff). i would love to stay sc'd but this 1320 sounds serious. i just want some good streetable power. i dont want to and cant afford a complete car overhaul. i guess what im asking is.....

is this thing really gonna have as much gusto as it seems or is this practical for a street car?

 

I saw that one and it shouldn't work for our cars. That design looks like it would be on top of the engine which doesn't work with our current design. I am pretty sure that is for the 2.2

 

It will be practical for a street car with the biggest pully avaliable along with some serious hp

Did you look in the Hanh 20g turbo thread for the ss/sc i think its mentioned in there if i am not mistaking

 

i'll have to take another look.

 

I swear i read somthing about it in there i could be mistaking its a lot of pages also i believe Rebal has made a an intake for the twinscrew and turbo kits

 

the hahn mainfold can be used in place of the supercharger for turboed applications.

 

Yeah i just thought about that you want a better supercharger one right? If so then i dont think so not yet sorry about that

 

rebel makes manifolds as well

 

Personal thoughts on the Harrop 1320 blower coming from a guy who owns the Lysholm 1200AX blower and installed it himself on the car.

I think that the Harrop blower with the 2.75" pulley everyone is wanting will belt out some serious CFM's. My 1200AX 1.2L blower has a greater efficiency than the M62 and I could tell that immediately from looking at the IAT2 temps with a 2.8" pulley on it kicking out 24-25psi. I personally think that the Harrop blower at 1.32L will definitely be more efficient than the M62 and most likely better than my twinscrew as well. With a 2.75" pulley on it, I'd expect it to probably put out 26-27psi and lower IAT2 temps than an Eaton with a 2.6" pulley any day of the week. I'll have to check into how many CFM's each puts out, but you can bet that it will far surpass the M62's max CFM's.

Looking at it from a horsepower standpoint, I'm going to venture that with a 2.75" pulley and supporting mods, the Harrop blower would be around 350-400ish whp and similar torque tuned correctly. I also believe the stock bottom end will take this all day long with the right tune. Now as far as upgrades to the engine itself goes, I would install a Cometic headgasket and ARP/Golden Eagle headstuds as a safety precaution to prevent the head from lifting under all that boost, but some of the turbo guys are doing fine without them too. Obviously you will need a better clutch without a doubt as well. The 60lb injectors on my twinscrew were at 87% IDC at 24psi, so I would think the they would be able to make the cut for the Harrop swap coming in just a bit more on the IDC %.

Now for some words on the street. There is a guy in Florida that runs a 1.33L Whipple twinscrew blower he custom fitted to his LSJ, and from the last I heard he was still on a stock engine as well with just supporting mods! He was running great and pulling Stage 3+ SRT-4's to top that! I'm telling you guys it's all in the tuning and care.

 

I am just glad to hear that we are going to be able to put some serious power to the ground soon. Hopefully soon we will have something to silence the turbo fanboys talking about how weak our setup is.

 

^indeed

 

... we might be over estimating it a bit though....
I just checked Eatons 'very generous' SC calculator, and it claims that we can throw down 360 at the crank with a 3.3"....
Then again... PC numbers mean dick all compared to the real world.... best to leave this to the imagination for the time being...