Belt lineup issues with any of these kits is almost solely dependant on what front drive you intend to go with (C5, F body, GTO, CTS-V, etc..)
Kenne Bell prides themselves on a front drive setup. The rear inlet is just one more problem to have to overcome in its installation in an F Body. The Kenne Bell unit is, from all available media and tests, more efficient than both the Magnuson or Whipple. In tests against the Magnuson, the Kenne Belle blower ran half as hot (important considering it is a roots type) and had a lot wider boost band.
The Whipple LS1 has NO provision or plan for mounting in an Fbody or Vette. Sad because they have some REALLY cool dual blower setups.
I'm STILL having problems installing my Paxton Novi2000 in the 4th gen Camaro.
Here is the one from LMS...had to save that pic.....sweeeet
__________________ "02" Camaro SS M6 - #3203 - 224 Cam l LT's w/ORY l Corsa l C M E l Built 6sp. l Moser 9in. w/4.11's l PST D/S l UMI susp. l Koni 4/4's & Hotchkis l
Tuned by Speed inc. l12.1 at 113
Whipple offers a setup designed to be used in a sandrail. I've talked a few times with 2 different guys from there and was told that on a 10-15 PSI 3.3, I would need to run their 10 rib setup. The kit comes with the blower, manifold, heat exchanger, fuel rails, and drive kit, and I think a bypass valve. The drive is designed/recomended to be used with an ATI steel balancer. The intake is just a simple adapter from the blower housing to a 90 mm t-body. A usable inlet manifold would need to be fabricated to put the t-body out front similar to a kenne bell as the adapter they sens would be unusable in a car. I also talked with kenne bell about an f-body kit..... for 2 minutes. Got the brush off in short order as they want no part of doing an f-body kit.
At any rate, it can be done with either setup but you have to be willing to do serious metal fabricating as well as have a means to trim the glass if necessary. Also since the kenne bell setup only has a vette drive, you'd also have to modify your drive to the vette style. After looking at all the complex turbo and F-2 setups with all the mods and time invested to make big power I dont believe that a screw is much more involved. I do understand that its much more intimidating.
i think if you make the engine mounts shorter you will have some serious clearance issues with the oil pan and the road. but if it is not a street car then it is all good.
if i had the money for this project i would twincharge my camaro. Whipple being fed by twin turbos. pretty sure nobody did that on a camaro yet.
Hell, we're all still waiting for someone to produce pics of just the Whipple on a F-body!!!
The sheer size and height of the whipple blower precludes it from serious consideration for use on a 4th gen fbody. If you are cutting into the windshield to get it to fit, you are also cutting into the dash. Getting the whole thing to seal is going to be a nightmare. On top of everything else, the windshield is part of the unibody's structural integrity. Cutting a chunk out of it is going to cause it to crack everytime the body twists... been there and bought the t-shirt. hahaha Might work on a plexi windshield show car. But not the hot ticket for a daily driver.
I had a chance to check out a 3.3 Whipple up close tonight and take a few measurements. 14.5" front of gear case housing to the inlet surface face, 6.5" from the base of the supercharger to the top, 7.5" if you include the adapter on the bottom for the manifold, and 9" wide.
I had a chance to check out a 3.3 Whipple up close tonight and take a few measurements. 14.5" front of gear case housing to the inlet surface face, 6.5" from the base of the supercharger to the top, 7.5" if you include the adapter on the bottom for the manifold, and 9" wide.
The Magnuson 112 and 122 measure 9.36" from the top of the block to the top of the blower. I can't imagine the TVS being any less. This includes the parallel drive system, intercooler, and thier low profile manifold.
From all the pics on Whipple's site, It looks to be taller than 9.36". Plus, it is a rear inlet. If you cut into the bottom of the cowl vent area and drew air in from that point. You MIGHT get it to work. But it would drown in rain or even if you washed your car. The Whipple is also the more efficient blower for the job. But the installation makes it impractical for an Fbody. Also a possiblity to draw the air in from under the dash from the inside of the car. But it would be awful noisy. And you would have to roll with the windows down to prevent suffocating the induction.
But it would be awful noisy. And you would have to roll with the windows down to prevent suffocating the induction.
yeah and sucking your ear drums out of your head... lol
__________________ Black 2001 T/A M6, 4.10, Mac mids, HP Tuners. Ram Air: The faster you go, the faster you go.
Black 2001 Z28 Hardtop A4, 3.23, HP Tuners, 3/4 cam & headers -- 11.45 @ 116, 1.521 60' (Old Setup) West Tennessee F-Body Association
yeah and sucking your ear drums out of your head... lol
haha so true. but as long as you're hacking up a car, what's another cut in the firewall for some intake tubing? just run it up through what's left of the cowl?
I had a chance to check out a 3.3 Whipple up close tonight and take a few measurements. 14.5" front of gear case housing to the inlet surface face, 6.5" from the base of the supercharger to the top, 7.5" if you include the adapter on the bottom for the manifold, and 9" wide.
so 7.5" from the top of block to the top of the blower? Was this an intercooled unit?
so 7.5" from the top of block to the top of the blower? Was this an intercooled unit?
It was on a ford GT with a whipple conversion. I only measured the blower itself and the adapter plate. The intake with intercooler would be additional but I couldnt really get a relevant measurement since the modular and LS manifold are totally different. I'm betting another 4" for the manifold for an overall height of 11.5".
whipple for a few years now redisigned their intercooler/manifold to a much lower profile, so its shorter, not sure if its for the LSX's though. I think a 2.3 whipple would have better chances of fitting in the engine bay of an f-body, and still be able to put out some great numbers.
oh and whipple for several years now has been making all their own stuff. they dont have lysholm make them any more. the "new" whipple's out perform the old lysholm units.
__________________ no replacement for displacement.. end of story
