Thread: Venom Coolers (intercool your snout)

In the videos they claim that the Eatons suffer from bearing failure due to heat. I've seen plenty 200,000+ mile gen 3 blowers still running fine.

the snout is where all the heat of the blower comes from, by cooling the snout itself you help lower the temp of the blower itself in turn helping to lower your intake temps even more. Also even if you are running a phenolic you are still going to get heat transfer from the motor to the blower (not as much but it is still there) by keeping the whole blower cooler you eliminate heat soak which will take hp from you, and with a hotter blower you are going to be breaking down the oil and putting more stress on the bearings in the snout.

Originally Posted by buickman104

In the videos they claim that the Eatons suffer from bearing failure due to heat. I've seen plenty 200,000+ mile gen 3 blowers still running fine.

what size pullies where these 200,xxx miled blowers running? i run a 2.7 and I am pretty sure that mine will not last 200,xxx miles

Originally Posted by stlmo_gtp

the snout is where all the heat of the blower comes from, by cooling the snout itself you help lower the temp of the blower itself in turn helping to lower your intake temps even more. Also even if you are running a phenolic you are still going to get heat transfer from the motor to the blower (not as much but it is still there) by keeping the whole blower cooler you eliminate heat soak which will take hp from you, and with a hotter blower you are going to be breaking down the oil and putting more stress on the bearings in the snout.

Whhhhhhhhhhhhhhhhat!?!?! Most of the heat, in a supercharger, comes from the snout!? This statement alone makes no sense. Most people understand that two large rotors spinning at high speeds within .001 mm of each other is where most of the heat comes from. Yea, the snout does generate SOME heat, but not nearly as much as the rotors themselves.

And looking at our roots blower..........the snout isn't even CONNECTED to the LIM................so any heat produced at the snout has to go through the case of the blower to get to the LIM, etc, etc....heatsoak. Why try to put a fire out with a water bottle, when I can put it out with a bucket of water?

Originally Posted by copgtp

Whhhhhhhhhhhhhhhhat!?!?! Most of the heat, in a supercharger, comes from the snout!? This statement alone makes no sense. Most people understand that two large rotors spinning at high speeds within .001 mm of each other is where most of the heat comes from. Yea, the snout does generate SOME heat, but not nearly as much as the rotors themselves.

And looking at our roots blower..........the snout isn't even CONNECTED to the LIM................so any heat produced at the snout has to go through the case of the blower to get to the LIM, etc, etc....heatsoak. Why try to put a fire out with a water bottle, when I can put it out with a bucket of water?

Your logic is way off dude. The heat from the supercharger has nothing to do with "the rotors spinning 1mm from each other". I mean "really"? Heat in a supercharger comes from compressing the air (in a supercharger it's called "adiabatic efficiancy"), heat transfer from the engines combustion, and from the friction in the front gear drive. That transfers to the rest of the case which is why we typically see higher temps by the front drive than at the TB side of the case. Again, a lot of conjecture here without looking at what is actually happening or even understanding how things work. And yet people pass themselves off as "experts" lol.

Has anyone watched the videos on Youtube? I think they explain how it works and show the temp differences. And that car is equipped with a "killer chiller" which was'nt even in use for the vid. When the KC was used in conjuction with the VC on the SC equipped with a SB the case was actually COLD to the touch after some spirited driving.

Originally Posted by alkygto

Has anyone watched the videos on Youtube? I think they explain how it works and show the temp differences. And that car is equipped with a "killer chiller" which was'nt even in use for the vid. When the KC was used in conjuction with the VC on the SC equipped with a SB the case was actually COLD to the touch after some spirited driving.

I will say it again. WHO CARES how cold the case is....The air coming out of it is the main thing.

If you don't have a IAT in your LIM then this thread is on it's way to epic fail.


What has failed to have been explained so far is:

How does cooling the snout cool the charge coming out of the blower?

Originally Posted by Pure2sin

I could care less how cold my blower is if it's doing nothing for the air coming out it because I am not rubbing and caressing my supercharger while driving.

Originally Posted by alkygto

Your logic is way off dude. The heat from the supercharger has nothing to do with "the rotors spinning 1mm from each other". I mean "really"? Heat in a supercharger comes from compressing the air (in a supercharger it's called "adiabatic efficiancy"), heat transfer from the engines combustion, and from the friction in the front gear drive. That transfers to the rest of the case which is why we typically see higher temps by the front drive than at the TB side of the case. Again, a lot of conjecture here without looking at what is actually happening or even understanding how things work. And yet people pass themselves off as "experts" lol.

Has anyone watched the videos on Youtube? I think they explain how it works and show the temp differences. And that car is equipped with a "killer chiller" which was'nt even in use for the vid. When the KC was used in conjuction with the VC on the SC equipped with a SB the case was actually COLD to the touch after some spirited driving.

A root style Eaton blower doesn't compress air nearly as much as a twin screw blower................so for you to tell me I don't even know what I'm talking about, and then say something like that, is complete hypocrisy.

But you're right, most of the heat that is generated is from the "compressing of air" and the two rotors spinning (exactly what I already said)........... So how is cooling a supercharger snout.........a piece that is totally isolated from the rotors, something that is going to increase efficiency??? You typically see higher temperatures by the snout because it is at the opposite end of the air intake..........therefore isn't being introduced to fresh, cooler air like the TB side of the blower. Yea, some heat is definitely generated by the snout, but not nearly enough to say a snout cooler is necessary. Many of us running full core intercoolers have superchargers that are "cool to the touch" after spirited driving.

You shouldn't throw statements like " adiabatic efficiency" around if you don't know how to spell them..........or how it relates to the M90 roots supercharger we have on our platform. You see, adiabatic efficiency correlates directly with how much work a compressor has to do to compress air to a specific point. Only problem with your logic is the M90 roots supercharger does NOT do that much compressing!! Unlike a twin screw supercharger or a centrifugal supercharger, the amount of compression that is generated is minimal. Actually, the roots style blower is by far the least efficient type available. Cooling the snout will not increase efficiency of the blower..............

So, Why do I need a snout cooler? Some people make the point that cooling that area will increase the efficiency of the bearings and coupler, therefore increasing their life span......I've only heard of a handful of snout bearing failures because of fatigue (a lot of bearing failure is because of improper pulley installation / removal), and I've NEVER heard of a supercharger coupler failure because of high heat and fatigue............

Originally Posted by copgtp

A root style Eaton blower doesn't compress air nearly as much as a twin screw blower................so for you to tell me I don't even know what I'm talking about, and then say something like that, is complete hypocrisy.

Now I'm a hypocrit. But below you say I'm right. lol.

But you're right, most of the heat that is generated is from the "compressing of air" and the two rotors spinning (exactly what I already said)........... So how is cooling a supercharger snout.........a piece that is totally isolated from the rotors, something that is going to increase efficiency??? You typically see higher temperatures by the snout because it is at the opposite end of the air intake..........therefore isn't being introduced to fresh, cooler air like the TB side of the blower. Yea, some heat is definitely generated by the snout, but not nearly enough to say a snout cooler is necessary. Many of us running full core intercoolers have superchargers that are "cool to the touch" after spirited driving.

Exactly what I said, hypocritically.

You shouldn't throw statements like " adiabatic efficiency" around if you don't know how to spell them..........or how it relates to the M90 roots supercharger we have on our platform. You see, adiabatic efficiency correlates directly with how much work a compressor has to do to compress air to a specific point. Only problem with your logic is the M90 roots supercharger does NOT do that much compressing!! Unlike a twin screw supercharger or a centrifugal supercharger, the amount of compression that is generated is minimal. Actually, the roots style blower is by far the least efficient type available. Cooling the snout will not increase efficiency of the blower..............


Uhmm, my spelling is correct (same as you used ) and I do understand the term. And let me explain it too you on some simple terms. When you say that "the roots style blower is by far the least efficient type available" I'm assuming your talking about "adiabatic efficiency". That means for the volume of air compressed the roots will heat the incoming air charge the most.

So, Why do I need a snout cooler? Some people make the point that cooling that area will increase the efficiency of the bearings and coupler, therefore increasing their life span......I've only heard of a handful of snout bearing failures because of fatigue (a lot of bearing failure is because of improper pulley installation / removal), and I've NEVER heard of a supercharger coupler failure because of high heat and fatigue............

You don't need a snout cooler. Don't buy one!

Eaton Corp makes around 4 million superchargers a year (fact). I'm sure in all your vast experience that these "handfull of snout bearing failures" (I like to call em "front drives" just sounds more "techy" lol) are the preverbial drop in the bucket.

BTW, did you know I built a supercharger dynomometer? Yeah, I worked with an EE (retired from Boeing and IBM) on the software to map these superchargers (and others) to see the benefits of port design and the effects of heat and air density on their output. Here is a video link of me running it on Bobs website_- Dyno of Eaton Supercharger on SXF1000 - YouTube and it was constructed and designed completely by me to SAE J1723_199508 standards Superchargers - SAE Standards and I've done extensive testing with it. It's loud, you'd like it.

I guess what I'm trying to convey here is that I'm not talking out my ass. Stiege was'nt even going to offer these to the GP community until I proposed it and he agreed to make the prototypes for stlmo_gtp and I. There might not be any others if there is no interest. We were just putting them out there as a feeler. Please, if your interested it would be best to contact Stiege personally. I will start a list and when we get to a certain amount of units we will do a group buy if there is enough interest. Thanks to those that have PM'd me to stay out of the fray, and to those who hate, have a nice day!