I RECENTLY CHANGED MY SUPERCHARGER TOP PULLEY

POWER IS AMAZING

PARTS BOUGHT FROM EBAY HAVE HIS NUMBER IF ANYONE WANTS IT

have you had it rolling road'd since the change? whats the increase?

ABOUT 40 BHP MASSIVE DIFFERENCE

No need to shout





CAPS LOCK off

think I'd shout if had that much power but when at the fuel pumps

Proven?

Seems a remarkable gain for such a small change?

Agree, and until now I have never seen any relaible proof, nor even dyno sheets.

While not for the RRS but for my MG which has a supercharged Ford Mustang V8 @ 400bhp, this table shows the gains expected from changing pullies etc.

Click image to enlarge

@Alicatt

It is not so easy to compare figures, lots of factors play a role, and I also think the table below is based on a twin-screw compressor. Kennebell also usually notes rwhp instead of engine hp, but that is not what I can see in the picture.

Biggest issue with the Eaton roots superchargers on the RRS is that they get less efficient the more boost you apply, whereas the twin-screw provides more power almost linear the higher you get. The 11 psi is already the max efficiency setting for the Eaton roots one, then the gains will get less the more pressure you add.

That is why you need a dyno to proof it, just like Kennebell done it for his twin-screw setups.

Do you have also a twin-screw setup?

Yep I have a twin screw KB on my MG. I know that there are lots of diffrent types of superchargers and they all have diffrent boost charecteristics. I had seen 3 diffrent types og S/C on the Mustang engined ZT260, the KB installation done by Dreadnought was in my opinion the best engineered and thought out solution and why I went for it, MG-Rover had gone for a Roots/Eaton as was used by Ford on the Cobra for their ZT385 but it was a badly thought out solution. The Vortech looked a good installation but was a tight fit at the front of the engine.
I looked into and read as much as I could about all the diffrent types before trying them out and it was the smooth power delivery of the KB alongside the professional instalation with the backup that the garage gives that made me choose for it. Yes I could get more power out my engine but the MG modified gearbox won't take much more than the 598Nm torque that the engine puts out now.
Out at Spa a few weeks ago

The S/C in my car

Click image to enlarge

Click image to enlarge

Looks good! These twin-screws are really excellent, am actually running one on my car (Jaguar XKR). Not sure what boost you are running now, but if you haven't reached the limit yet you could consider running it under a higher boost for more power and lower then the high low end torque via the ECU. That way you get an even torque line to where you think it is safe, and more top end power still safe for the box.

Come on then Avos, more details please. L322 Big Daddy SUPERCHARGED 5.0 Autobiography - Here & Now!

5 series for the miles

RRS S/C factory built HST - Gone

45 others have been and gone!

You are a hard negotiator, I give in

Am now working on new setup for my car (my 4.0 XKR which already has the 2.6H KB twin-screw, which will stay), that could be able to reach the 500 rwhp (with a modest 15% drive train loss would be 588 bhp), but time will tell as I have learned enough to not calculate myself rich, there are just too many parameters playing a role in the end result. Hope to have it installed end of the month, and this setup could also work on a RRS 4.2 SC.

Anyhow, I am surprised not to see any dyno results to stay true to the original thread, so many claims, yet no dyno at all for a RRS RC (at least I haven’t seen any). I know that you don’t get hp that easy, though a pulley/ecu tune/intake with the original SC might be able to get you about 40bhp or something.

From memory the full OF conversion gives c. 40bhp - this is pulley, intake, supercharger (i think) and ECU changes