Official TPE/Kenne Bell Twin Screw Blower Thread!!!
UPDATE 10/20/08 PICTURES BELOW!!!!!!!!!!
After years of "Thinking" about it, we have finally decided to pull the trigger on the project.
Effective immediatly, we will beging the development and install of our Total Performance Engineering Twin Screw Blower kit for the 2004-2006 GTO, as well as the new G8..
You wil be happy to know, we are already approximately 80% complete with the project itself. The blower, lower manifold, heat exchanger, cooling system, coolant tank, and all electronics are already finished and in production.
Our inlet manifolds are scheduled to come in next week. The inlet manifold is designed to accomodate anywhere from a 75mm throttle body, all the way to 110mm's. So restriction will be a thing of the past...
Althouh, we are not at liberty to release all information, I will tell you that it will be an intercooled system, that utilizes an oversized water to air heat exchanger, as well as a high flow 4" cold air intake tube, and sealed cold air intake box in the factory location.
It will still utilize a strut tower brace, and not require body modifications. It will also be a COMPLETE bolt on application that can be done at home with standard hand tools.
We will be offering the system in 3 different finishes. It will be available in black annodized, full polished, and black/polished.
Like any high end system, it will be offered in 2 different blower sizes. The base system is a 2.6L high output blower capable to over 750rwhp/750rwtq. The "Big Bore" 2.8H system is designed for 400+ cid motors, that are trying to push 1000+rwhp..
Our target, is a 525-550rwhp/500+rwtq out of the box system on a bone stock car. With a cam swap and headers, were seeing 600rwhp, 550rwtq.
The BEST part of all is price.. Although this is NOT set in stone, we are attempting to keep the complete system in the $6,000 dollar range COMPLETE.
Unlike the 3000+ dollar upgrade on the maggie, the upgrade from the 2.6 to 2.8H will be right around 500 bucks..
We begin installation this week, so we will update as we go on..
Please try to keep the PM's to a minimum. I'd love for this to be an open discussion. So, if you have suggestions, this is your chance to have a DIRECT influence on the design and implementation of the kit.
Lastly, Although we are the worldwide distributor of the Kenne Bell Supercharger systems, Kenne Bell has decided they do not have any intrest in the "Other" GM lines.
Total performance Engineering has no intrest messing around with their mustang kits. We have reached an agreement to build the tuner systems for the other GM vehicles.
So although this WILL utilize a Kenne Bell headunit, this is a Total Performance Engineering Twin Screw Blower System. NOT a Kenne Bell system. These systems will be not be available through Kenne bell. They will be available through our company, as well as the MANY TPE authorized dealers around the country. We are currently in talks with all of your favorite shops on LS1tech.
So be looking out for some 9 seceond TPE twin screw cars hitting the streets soon.
Once released, TPE will be investing in a contingency program for you hard core guys. So once this kit hits the market in the next few months, we want the biggest, baddest gto's in the country racing our product.
We look forward to build the hardest hitting, fastest GTO's in the world..
BTW, Here is an example of a 2.8H on a 9.5:1, LS2 402 at 16psi, on pump gas and single stage methanol. C5 Corvette (6spd)
__________________ Total Performance Engineering World Wide Distributor Of Kenne Bell Superchargers Jeff@Totalperformanceengineering.com
LSx 442cid Stroker
TFS 245 (6 Bolt) Heads
Custom Kenne Bell 2.8H
Custom 4L80E (1 of 2 in the world)
Est 11xx rwhp 1xxxrwtq
Last edited by Jeff@TotalPerformanceEng; 10-21-2008 at 12:02 AM..
hmmmmm upgrade from a mp122 to a 2.8H KB? mmmmm hmmmmmm!
As far as suggestions, hood clearance issue is an issue. Magnuson has a tendency to "exaggerate" how easily their setup fits. I had lower my engine 1/2" to get the mp122 to fit...even with a banshee "maggie friendly" hood. I assume there will be no jackshaft going to the back of the blower? that will help as well for firewall clearance.
How will the 2.8H work on a heavily modded stock cube LS1?
Throttle body clearance is also a big deal...what are your thoughts/info on this subject?
Obviously the LS1 and LS2's come with different TB's, I assume the kits will have the ability to mount both TB's?
__________________ 2004 GTO : 655/598 HP/TRQ - Maggie 122 @10PSI, ETP 225 heads, SW LT's, electric cut-outs, magnaflow catback, 224/236/116 EDCam, RPS clutch, Meziere. NW 90mm TB. Pedders Track II/Konis & Hotchkis. GMM Ripshift. Banshee hood. Corn juice fed and 2 bar Self-tuned. Chock full of evil.
Last edited by Steel Chicken; 10-09-2008 at 09:23 AM..
Ill upgrade from the Maggie to the 2.8H in a heartbeat. Just curious how it would act on a 402 with 10.8:1 compression
__________________ 2001 SOM WS6 M6 349rwhp/364rwtq(sold) 2001 SOM Z28 A4 570rwhp/590rwtq(sold) 2004 PBM GTO M6 Magnacharged 403 with nitrous 674rwhp/694rwtq
Something New in The Works
Forunately, we designed our 2.8H to be roughly 1/4" shorter that the MP112 (1.8L). So (according to out measurements) it should work just right. But we'll see.
One of the reasons the maggie cant go larger than an MP122 (2.0L) is the size of the headunit has to get MUCH larger. On our twin screw, we just move the discharge port, and add a little bit of length. We can then shorten the drive to keep everything in check.
Quote:
Originally Posted by Steel Chicken
"Jesus Christ" /Mr Slave
hmmmmm upgrade from a mp122 to a 2.8H KB? mmmmm hmmmmmm!
As far as suggestions, hood clearance issue is an issue. Magnuson has a tendency to "exaggerate" how easily their setup fits. I had lower my engine 1/2" to get the mp122 to fit...even with a banshee "maggie friendly" hood. I assume there will be no jackshaft going to the back of the blower? that will help as well for firewall clearance.
How will the 2.8H work on a heavily modded stock cube LS1?
Throttle body clearance is also a big deal...what are your thoughts/info on this subject?
Obviously the LS1 and LS2's come with different TB's, I assume the kits will have the ability to mount both TB's?
__________________ Total Performance Engineering World Wide Distributor Of Kenne Bell Superchargers Jeff@Totalperformanceengineering.com
LSx 442cid Stroker
TFS 245 (6 Bolt) Heads
Custom Kenne Bell 2.8H
Custom 4L80E (1 of 2 in the world)
Est 11xx rwhp 1xxxrwtq
The 2.8H is not within its efficiency reange unless its spinning enough to make 13-15psi) If you were set on 10.8:1, I would go with the 2.6. You could then throw moderate boost at it and make upper 700's all day long. (without needing nitrous)
But I have to admit, we've never ran a high compression twin screw..So I'd startthe boost low and work up. The 2.6 hits so hard, youd be within 20rwtq of max torque from 1800rpms to 5200+ rpms.. Its no different than spraying a single 500 shot out of the hole..
Quote:
Originally Posted by 01SOMm6
Ill upgrade from the Maggie to the 2.8H in a heartbeat. Just curious how it would act on a 402 with 10.8:1 compression
__________________ Total Performance Engineering World Wide Distributor Of Kenne Bell Superchargers Jeff@Totalperformanceengineering.com
LSx 442cid Stroker
TFS 245 (6 Bolt) Heads
Custom Kenne Bell 2.8H
Custom 4L80E (1 of 2 in the world)
Est 11xx rwhp 1xxxrwtq
On the stock 364ci LS2. You recommend the 2.6L for the 10.8:1 correct? Will the stock engine be able to handle that? With supporting fuel mods? Will you have a Fuel Package available as well?
__________________ 2005 Pontiac GTO Mods: Complete Cam Package by Ed@FTI, Full Pedders Suspension w/Coilovers, SLP UDP, Vigilante 3200 Stall, B&M 24k Trans Cooler, 1 3/4 Pacesetter Headers w/Catless mids, Lingenfelter CAI, Ported TB, Ported Intake Manifold, IAT Relocate, NGK AFX wideband, HPtuners Pro, Drift Rs 19 x 8 w/235/35/19s and 19 x 10 w/265/30/19, BMR Drag Bags, Weight savings...
Official TPE/Kenne Bell Twin Screw Blower Thread!!! 
However I think there is going to be alot of 122's forsale for cheap 
