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3.6 KB vs VMP Gen3R test

Discussion in 'SVT Shelby GT500' started by 2011 gtcs, Dec 16, 2019.

  1. Robert M

    Robert M 800 HORSE FUN!! Established Member

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    Ok, but originally, the 4.0 and 4.2 KB's with the standard install inlet required a cowl lip cut also, I was wondering if that is still the case?

    R
     
  2. CD07GT500

    CD07GT500 Well-Known Member Established Member

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    What makes it not a street car now?
     
  3. deepblue13

    deepblue13 Active Member Established Member

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    I guess I could “acquire” an inspection, no obd2.
     
  4. deepblue13

    deepblue13 Active Member Established Member

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    They do not require a cowl trim.
     
  5. manny231988

    manny231988 Active Member Established Member

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    Hey bro did you get the drive by wire or mechanical big gun ?
     
  6. deepblue13

    deepblue13 Active Member Established Member

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    Mechanical
     
  7. manny231988

    manny231988 Active Member Established Member

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    Any advantages over each other ?
     
  8. Justin@VMP

    [email protected] Authorized Vendor Authorized Vendor

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    :D that made me laugh.

    In all seriousness though, that 3.6L KB is a bad mo-fo. I was quite impressed by it. As a GT500 owner I would say the biggest downside is hood clearance.

    There is really no RPM limit on the 2650...at least I haven't found it yet. We've seen 26,000-27,000rpm based on pulley size calculations.

    The real limit is boost...none of this PD stuff can take 30-40psi like a turbo...too much rotor deflection and heat generation. Keep them under 30psi, preferably low-mid 20s and they are very happy. If you do say 25psi with a VMP TVS we just want to see the car have a good intercooler system with a high volume pump that can move at least 10-12GPM.

    Regarding the overlay, after many dyno pulls, the torque converter clutch began to not hold very well at low RPM. A little slip skewed the TQ reading lower with the TVS. On a setup like this it is almost to be expected. HP is calculated from straight roller RPM vs time so we know that part is extremely accurate.

    Temp rise was good on both configurations.
     
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  9. mlackke

    mlackke Member Established Member

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    Good video, BUT :D...

    It would nice to see honest comparision:
    buck-by-buck
    displacement-by-displacement
     
  10. merkyworks

    merkyworks Well-Known Member Established Member

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    Maybe this is a moot point but I don't think I've heard anyone mention how much HP it takes to turn each SC unit. Lots of talk about rotor RPM and flow etc. but what about the amount of HP needed to turn a 3.6 Vs 2.65 TVS.
     
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  11. Oiljunkie

    Oiljunkie Adrenaline junkie Established Member

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    That is implied in the video, the rotating mass difference between the 2, but as he says it’s not scientific cause he wasn’t able the weight the rotor pack from the KB.
     
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  12. Robert M

    Robert M 800 HORSE FUN!! Established Member

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    Nice, not that I will go beyond my 3.6, but that is good to know, thanks.

    R
     
  13. Kenne Bell

    Kenne Bell Active Member Established Member

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    Justin, I believe you are confusing the undersized 2.65 you use in your kits with the KB Liquid Cooled Patented 3.2, 3.6, 4.2, 4.7 and 4.9 displacement superchargers. If you are going to continue to hype without data, you should know that:

    1). KB superchargers do not need to be kept under 30 psi and preferably in the 20's

    2). KB superchargers can run 30-40 psi

    We run 35-38 psi on Mark Meiering's 1652RWHP Record Holding 6 second Shelby GT500 and 32 psi on JLP's 1500HP 5.0. Have you ever measured the temps on our 3L and 4L superchargers?

    3). Too much rotor deflection? You can measure this? I own the company and am not aware of any "rotor deflection" that causes any issues.

    Now to your comments about the 2.65. "No RPM limit on the 2650?" Really? Enough of this B.S. When tested, the 2.65R on our supercharger dyno (at a much lower 23,000 RPM and 22 psi), we were forced to lower the oil level 50%. And even then it burned the paint off the front cover and destroyed the drive. The 2.65 Shelby kit supercharger completely melted and dissolved the front plastic coupler at the same 22 psi. The remnants destroyed all the bearing and scuffed the abradable rotors and internal case. Air charge temps were 380 degrees or a big 55 degrees hotter than the 3.6 at the same boost.

    This is data from our own dedicated supercharger dyno. You may want to consider purchasing a supercharger dyno as testing on a chassis dyno does not in any way provide all the necessary data for supercharger development.

    vmp1.jpg vmp2.jpg vmp3.jpeg
     
  14. 4VandHemiKiller

    4VandHemiKiller Member Established Member

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    What they forgot to mention was the TVS was pumping 22 psi of wet cement for those parasitic drag numbers.
     
  15. Weather Man

    Weather Man Persistance Is A Bitch Premium Member Established Member

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    Ouch!
     
  16. manny231988

    manny231988 Active Member Established Member

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    I Love SVTP!!!
     
    Last edited by a moderator: Dec 19, 2019
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  17. gimmie11s

    gimmie11s Well-Known Member Established Member

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    Oh daaaaaaaaaaaaaaaaaaaamn!!!


    1-CE9073-C-4966-4-AE0-B1-DD-3-A1-C045-AA0-B3.gif


    Sent from my iPhone using the svtperformance.com mobile app
     
  18. HillbillyHotRod

    HillbillyHotRod Hooligan rabble rouser Established Member

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    Whipple is better then both. :)

    Sorry just had to throw that in.
     
  19. Kenne Bell

    Kenne Bell Active Member Established Member

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    Nope just 70* room with no throttle body or inlet restrictions. Unlike their video a true fair test. So there was no question about minimizing 2.65R inlet restriction, we borrowed Whipple's custom made Monster 5" Inlet for the Supercharger Dyno Test. waffledyno.png
     
    Last edited: Dec 19, 2019
  20. Handlebar Moustache

    Handlebar Moustache Well-Known Member Established Member

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    upload_2019-12-19_18-1-36.jpeg
     
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