Thread: Has anyone ever fitted a Weiand?

I had this whole thing typed out, was pulling sources and my browser crashed.

I know that Weiands usually have carbs on top, at least every one I've seen does. Will it even work without fuel going through it? There was a picture of an engine with the housing blocked off with a plate ..I'm skeptical.

I'm just starting to read about superchargers in detail. I've understood the general concept. I'd gotten to info about increasing the pressure in the manifold, like the M90 versus the smallest Weiand roots-type, which apparently pressurizes the cylinders. The Weiand puts out more than an MP112. I get that it probably puts this in explosion territory without major internal mods. I've never heard of sleeving a 231 block and don't even know if it can be done. The MP112, puts out 112ci per rev. The Weiand 142 is 142ci. This could be reduced with pulleys, but is it even viable? How much boost are the turbo guys running?

This is all general info and conversation of course. Personally, I don't have the time, will or money to do any of it. Take it at face value and please don't flame if it sounds ridiculous. Thanks.

Reading further, I've found this -

The efficiency of the Eaton blowers drops off quite dramatically at higher pressure ratios, it isn't worth going over about 1.5:1. As the pressure ratio rises the reduced efficiency means the blower takes more and more power off the crank and puts it into the charge as heat a double whammy because this promotes detonation so you have to back off the ignition and lose even more power...You can combat the heat with a charge cooler or water injection but this is only a partial solution.

I knew the faster you have to spin the charger the more heat you add to the charge, dropping off efficiency. Here's where I wandered astray -

Modern Eaton/roots rotors are now spirally twisted to increase efficiency over straight rotors but they still can't rival the twin screw. Also they don't have a built in compression ratio and just rely on ramming more air into the manifold to increase the pressure which again limits their operating range. The rotors are actually extruded aluminum which keeps costs down but does mean the clearances are not so good - again limiting maximum boost. In comparison the twin screw rotors are all individually C.N.C. machined, much better tolerances but much more expensive.

The above is dated. I believe since, the rotors have been coated to improve tolerance. (How tight is tight on these, +/-.01" ?) Wouldn't the engine benefit from a higher capacity, slower turning, cooler blower? Of course, it reads that there's then a bigger chance for pressure to leak between the vanes.

Now, onto centrifugal chargers...

Originally Posted by idrivejunk

Seriously, Rapids are you blue-sky-ing an older 231 or a newer 3800? I ask because you say this:

I've never heard of sleeving a 231 block and don't even know if it can be done.

I'm not an engine guy unless I have problems! Enjoy your mental exercise.

I was in the understanding that 3.8l = 231ci relevant to the bottom end. That's my fault if I used a misnomer. Regardless, I've found an answer. It's possible with something like 1:5 blocks, but the existing bottom end has seen far more horse than I'd realized.

I'm more doing this to understand the upper limits of each (belt driven) tech and their inefficiencies. Turbo's the way to go for most power for sure.

Thanks, Jeff. I have seen the M122 mentioned. I'll read up.

And as far as cars go? Give me the roots kit for a chev 2.2 and get them pizza cutters rollin in smoke!

SSEILMNOP was discussing an Eaton/Harrop TVS 1320. it is made to be an upgrade for the 2.2 liter cobalt engine that originally came with the Eaton M62. the TVS 1320 is a smaller displacement supercharger, but is much more efficient than any M90, so it could be overdriven to the point that it flows more air than an M90. If I understand it right, Eaton designed the supercharger, but Harrop manufactures it in Australia. As with any decent power adder, I imagine the TVS 1320 to cost about 2000 dollars. if cost was lower, it would be a very good candidate to top swap on a Camaro L36, really because it is a smaller supercharger, so firewall issues would not be as exacerbating. another benefit of the tvs 1320 is because it is smaller, it would be easier to build an adapter manifold to mount onto an L67 or L36.