Hmmmm the roots vs twin screw battle .... This was supposed to be about dream engines and compounding.... Oh well!
I would bet the turbo is putting out about 900 hp, and the eaton 300 hp. Starting to think melted pistons.
Lets see ..... a 1800 hp twin turbo with a KB 2.8 or
Whipple 3.4 would be even more insane. 1200 hp is actually too much unless you are have a trailered track only car. The engine might even last for a month! If you really want to make insane horsepower, get rid of the supercharger, and turn the turbo boost up to 50 psi like John Milhovetz (sp?). He puts out like 2000 hp. .... on the other hand, he only gets a couple of runs before he tears the engine down. Totally Cool setup by the way!
You are missing the whole beauty of compounding. I was actually thinking more along the lines of 800 hp, with smaller turbos putting out 300 hp (7-8 psi), and the twin screw putting out 500 hp (10 psi) for the strip, and then you could turn the boost controller way down on the turbo, and actually drive the thing on the street. The real beauty of the componding is that you have the instant boost off the line with the twin screw (or roots), and higher horsepower/efficiency/power of the turbos at the high rpm range, and not having to work either system very hard.
So you are saying that the ACT's with an intercooled 10 psi turbo going into a 10 psi intercooled twin screw would be higher than ACT's of a twin screw by itself running at 20 psi? Either way, the total work done is ... 20 psi, with the coresponding temperature increase.
The delta P across the rotors is still only 10 psi either way (it's the differential pressure accross the rotor and rotor RPM that break the rotors), as far as the case blowing up .... 20 psi is 20 psi, the case doesn't give a damn.
I'm not buying the argument that twin screw + turbo's would lead to insane ACT's = no go.
The statement that air is compressed in the lower manifold with a roots blower is BS as well. Say you have a roots at 10 psi boost. The lower manifold pressure is 10 psi higher than the inlet pressure. The lower intake is not changing in size, so where is the air getting compressed? The delta P in a roots blower actually occurs at point at which the rotors interact with each other and actually has a slight back flow at the rotor to rotor interface, creating the delta P and the coresponding temperature increase, hense the air is already compressed to ... 10 psi (and already heated as well) where it exits the rotors into the lower manifold.
So why does Ford intercool all of those Terminators and GT500's. ..... Oh Yeah ACT's
Besides, Why in the hell would I downgrade to an Eaton M112 when I already have a KB 2.6 Stage 2? I'd loose like a 100 hp at 10 psi.
I'd loose like 250 hp at 19 psi. I might as well go back to stock.
A 5.4 4V Supersnake with with an Eaton TVS 2300 puts out 600 hp, while the KB 2.8 Twin Screw Supersnake puts out = 725 hp.
Stock terminator = 400 hp. Put a tiny KB 2.1 on it, and it puts out over 600 rwhp on pump gas. Put a
Whipple 3.4 or KB 2.8 on it, and boom 750 hp.
Then there is KarKrafts GMC 6-71 blower conversion for a terminator engine 400 hp at 10 psi? I'm not real impressed with that one either.
Oh yeah,
Helion has a new GT500 system where they compound GT500's with the stock OR OTHER AFTERMARKET superchargers.
I noticed that they didn't exclude the Whipples or the KB's.
07-09 Shelby GT500 Twin Turbo System - 650 to 1,200+ HP
The question is not whether it's enough jam for me, .... but is the jam worth a damn.
and running 225/230 dur @ .50 540/540 lift, 112lsa cams with no problems, and have revved it to 6500+, and im running comp springs...........
