blowfishRus6
New member
this is from the whipple website.
The Whipple twin-screw supercharger is actually a compressor, which means it compresses air internally as well as compressing it in the manifold. Because the screw compressor compress’s the air inside the case, air enters into the pressurized environment with very little leakage or energy loss. A roots-type supercharger sweeps atmospheric air into the manifold and is compressed in the manifold only. With manifold pressure, air leaks back through the rotors causing air to be heated. Roots-type uses Teflon to try and seal the rotors to cure this, but touching tolerances cause more frictional heat and greater parasitic losses. This problem is multiplied when boost levels rise or sustained in-boost periods. Automotive and Marine roots-type superchargers have more tolerances between the rotors and case so they live longer, but this causes more leakage back through the rotors. A screw compressor has very tight tolerances between the rotors. The rotors never touch, eliminating big parasitic and frictional losses as well as keeping the same performance year after year.
The two types of superchargers have different performance characteristics that have led to several debates on which supercharger is preferable. Proponents of roots blowers argue that more boost is available at lower RPM to provide off the line acceleration. Centrifugal supercharger enthusiasts argue that roots blowers are limited at higher RPMs and can increase air temperature and decrease horsepower. Whipple Superchargers offer significant horsepower at low RPMs with superior mid and high RPM performance. In situations where you demand performance from your vehicle, you are spending most of the time in the mid to high RPM ranges.
i havent seen the zzp testing and if youtube would work at the moment i would find the video. stock grandprix dyno 330hp 440tq to the wheels. ive never seen a stock genV grand prix come close to that.
again a whipple blower is miles ahead of a eaton.
The Whipple twin-screw supercharger is actually a compressor, which means it compresses air internally as well as compressing it in the manifold. Because the screw compressor compress’s the air inside the case, air enters into the pressurized environment with very little leakage or energy loss. A roots-type supercharger sweeps atmospheric air into the manifold and is compressed in the manifold only. With manifold pressure, air leaks back through the rotors causing air to be heated. Roots-type uses Teflon to try and seal the rotors to cure this, but touching tolerances cause more frictional heat and greater parasitic losses. This problem is multiplied when boost levels rise or sustained in-boost periods. Automotive and Marine roots-type superchargers have more tolerances between the rotors and case so they live longer, but this causes more leakage back through the rotors. A screw compressor has very tight tolerances between the rotors. The rotors never touch, eliminating big parasitic and frictional losses as well as keeping the same performance year after year.
The two types of superchargers have different performance characteristics that have led to several debates on which supercharger is preferable. Proponents of roots blowers argue that more boost is available at lower RPM to provide off the line acceleration. Centrifugal supercharger enthusiasts argue that roots blowers are limited at higher RPMs and can increase air temperature and decrease horsepower. Whipple Superchargers offer significant horsepower at low RPMs with superior mid and high RPM performance. In situations where you demand performance from your vehicle, you are spending most of the time in the mid to high RPM ranges.
i havent seen the zzp testing and if youtube would work at the moment i would find the video. stock grandprix dyno 330hp 440tq to the wheels. ive never seen a stock genV grand prix come close to that.
again a whipple blower is miles ahead of a eaton.
