What kind of results did you get with a weiland blower package?

Reason i ask is because i found one with 100 miles on it for 900.

 

I have a buddy with '71 nova that i've also driven..it has a mild 350 with the smaller weiand 144 roots blower on it and that thing makes mean torque and pulls like a raped date up to about 5600-5800rpms. Which series/model did you see for sale?

 

Same package. Reason i ask is because i'm thinking about picking it up and seeing what it will do for my budget 350.

 

if the combo is set up and tuned right i don't think you'll be disappointed (if a mild 350 with solid power is your goal). Be sure to use a carb with a boost referenced power valve though, it'll make your life and tuning a LOT easier. Other folks might tell you that you can rig up a regular holley, demon or even a q-jet to work but its not worth the hassels man.

 

I had a 144 on my car before, and honestly for cheap and quick power you cant beat it. After that the only thing I use now is Roots blowers.

What you do is get yourself the stickiest (widest) tires you can get, and romp on it from a stop and if you get grip at all (I dought it though) you will have the most retarded grin on your face.

 

The roots is a waste. The twin screw's cost is easily absorbed after you see how much more power they put out over the roots.

The Roots Supercharger (aka "blower")
The roots supercharger was originally designed as an air moving device for industrial buildings. The roots supercharger features two counter-rotating lobes that trap air from the intake side of the supercharger (normally at the back of the supercharger), move it around the outside casing of the lobes, and out the bottom of the supercharger through an outlet / discharge port. Like the twin screw supercharger, the roots is a "positive displacement" aka "fixed displacement" supercharger, meaning that it moves a fixed volume of air per rotation. Notwithstanding minor amounts of air-leak at low rpms, the roots supercharger cannot flow backwards like a centrifugal supercharger, and is thus nearly as efficient in its ability to pump air at low rpms as it is at high rpms. What this means is that roots superchargers are very capable of making large amounts of boost even when engine rpms are very low. This makes for great low-end and midrange power, and also makes them great for trucks and towing vehicles. The roots is also self lubricated, and is the simplest of the supercharger designs, meaning it is reasonably priced and very reliable. This is why roots superchargers have been the choice of GM, Ford, Mercedes, and Toyota for OE applications.

The only real disadvantage to the roots supercharger is that it creates a lot of heat. There are two reasons for this. First, the roots supercharger does not compress air - it only moves from the intake port to the discharge port (i.e. it is the only supercharger design with no internal compression ratio). All of the compression is done in the intake manifold. Laws of thermodynamics kick in in favor of supercharger designs with an internal compression ratio (centrifugal and twin screw) because they do less work on the incoming air charge. We will leave the mathematics of this phenomenon to a later (much more boring) discussion. Another reason roots superchargers create higher amounts of heat is because they tend to carry some of the compressed air in the intake back into the supercharger because it gets trapped by the rotating lobes that are exposed to the hotter air in the intake manifold.

 

Thanks for being a smartass.

I still think the TS is better. Only reason i posted about it was because it was only 900 while the whipple kit is 3500.

 

thanks, so from what i understand, you say its a cost vs performance thing?

 

For 900 bucks and you have a mild motor you can't go wrong!

 

AHAHAHAHHAHAHAHAHHAHAHA.... AHAHAHAHHAHAHHA....... The irony of the world. AHAHAHAHAH AHHAHAHA AHHAHAHAH


Buy the twin screw!! LOL AHAHAHAHAHAHAH..... So much efficiency it kills me. AHHAAHHAHAHA...

Ok Im done

A turbo is more efficient than those crappy twin screws and they are cheaper.

Get what you want they all do the same damn thing, one slighly better than the other if on the street. Only worry about the slight difference if you are racing for competition. On the street they all provide enough power to make your cars traction useless.....

 

i just finished putting my weiand 142 on and will be dropping the engine in soon. my friend has a mild 350 with a b&m 144 and the torque is just plain nutzzzz up to 5500rpm. i say for that price jump on it and like afb said -- you will need a belt sander to remove a smile THE JOKER would love.

hey TraviZ, do you have any pics of your twin screw engine? i would love to see some pics and your setup.

 

Aside from the religious wars over the type and benefit of the various forced induction options, what opinions are there regarding the highest static compression ratio one should attempt (or max boost with 11.25:1) with 105 octane fuel, specifically E85? Ethanol (E100) or methanol?

Specifics include forged, coated 11.25:1 pistons, steel crank, stock rods, solid roller cam (600 lift, 280 duration), iron oval ports with 2.25 Intake and 1.88 Exhaust, roller rockers and stud girdles in a lightened 2nd Gen F-Body.

Thanks for the feedback.