I am currently making Whipple 140ax setup which is also 2.3 liters and capable of 1274 cfm and up to 30 psi and is more efficient than the 2.3 TVS. Are you interested now?
Cornel
I am currently making Whipple 140ax setup which is also 2.3 liters and capable of 1274 cfm and up to 30 psi and is more efficient than the 2.3 TVS. Are you interested now?
Cornel
I realize 30 psi is not happening with this engine combination. There is a pressure vs cfm curve for every supercharger. These relationships are inversely related to each other. The higher the cfm the lower the psi and or the higher the psi= lower cfm (backpressure). E.g. supercharger spinning blowing into free air (not mounted on engine) would yield high cfm and very low psi. E.g. #2 supercharger bolted to a flat plate with no outlet spinning will make a static pressure of 30+ psi but no cfm flow. Max psi gives us an efficiency and static comparison to other superchargers so we can see that when we are not using the full flow of the supercharger (e.g. installed on a small displacement engine) what kind of boost levels we will achieve. I my case, my engine will flow approx 800cfm @7 psi and when I try to approach the 1200+ cfm with the Whipple I will probably see a gain to about 16-18 psi in theory. Of course who knows until I try? If I want more boost then I would have to increase cfm by going to a larger supercharger. Now in theory it takes about 150 cfm to make 100 fwhp. 1200 cfm/150cfm x 100 = 800hp. Don't forget about parasitic loads (supercharger uses 40hp) etc. If I can get 1200 cfm pushed through my LT1 then in theory I can make 800 fwhp - ~40hp and subtract drive train losses of 15% = 646 rwhp. This is a crude estimation but not to far from reality. If you want to test this out then lets use my current setup which makes 420 rwhp divided by .85 to give us 494 fwhp + 40hp for supercharger = 534 hp generated. Divide that by 100 = 5.34 X 150 = 800cfm. This is very close to the measured flow on my setup. Since my goal is 600+ rwhp for my next Whipple project I am certain that it will produce the results if am looking for. I don't mean to ramble but I do want to clarify my thinking behind these projects, and as you can see I think too much, and talk ever more!
__________________ "When you do really stupid shit people will give you a hard time. That's life and it existed long before Al Gore invented the internet."
That's a fantastic result from the M112. Nice work, thanks for giving the LT1 some love. What other info and pics can you share from the new project with the Whipple ?
Props for following through to a finished product for the LTx cars
You should definitely look into marketing the base components for a DIY LTx setup. There would be plenty of people that would be interested in this setup.
That's a fantastic result from the M112. Nice work, thanks for giving the LT1 some love. What other info and pics can you share from the new project with the Whipple ?
Props for following through to a finished product for the LTx cars
You should definitely look into marketing the base components for a DIY LTx setup. There would be plenty of people that would be interested in this setup.
I am still in the early stages of design with the Whipple. I am designing an intake elbow to resemble the Mustang Gt kit with the throttle body facing forward over the drivers valve cover to enabling the use of the original throttle cables. The trick is to make it a bolt on with no changes made to the original parts. I have a good preliminary design, however you will have to wait to see. I learned a lot with the M112 setup and now its time to apply those things to the new design. I'll keep you posted!
I will definitely produce some more when I'm confident with the design.
LT1 Eaton M112 dyno and site update! 
