Grey03Cobra said:Although I can't speak for the KB, I am 100% satisfied with my Whipple.
post some pics of your engine
Grey03Cobra said:Although I can't speak for the KB, I am 100% satisfied with my Whipple.
TECH@KB said:We have a bulletin posted on our website at http://www.kennebell.net/techinfo/ford-techinfo/03_cobra_drive.pdf that explains the Kenne Bell drive situation. The only way the vapor could exit the standard drive (snout) with the “recovery” kit we supplied would be if the installer either did not install the recovery kit correctly or left in the stock vent and did not plug it like our instructions show. The recovery system works very well, so the snout does not require replacement, unless the customer desires to do this for esthetic purposes. The new Vented Bolt Drive was designed more for esthetics than improved venting. We carefully analyze each and every customer survey and complaint, and the main complaints were esthetics of the recovery system.
Earl, Jon Lund and one other customer broke a 10mm drive bolt. We determined these failures were the result of high boost combined with high rpm and the engine hitting the rev limiter. This results in the rotating mass of the supercharger rotors to jerk abruptly, snapping the bolt. We have also determined by over-torqing the drive bolt (when swapping pulleys for example), this can contribute to premature bolt failure due to stretching of the bolt. Never exceed our recommended torque values for pulley bolts. Always use a torque wrench. Never “guess” at the torque value. Although the failures were extremely rare, since we were redesigning the drive anyway, we decided to upgrade the 10mm bolt that has been successfully used for many years to the 12mm. To date, with this new design, we have not experienced a single failure of the 12mm VBD with stainless steel internals, nor a single complaint of any oil vapors / residue present.
Upgrading the current 10mm drive does require sending the supercharger / drive assembly back to Kenne Bell, as the rotors must be re-timed. This cannot be performed by the end user or dealer / installers as this requires special tools and training only performed in-house at Kenne Bell. We do not charge any labor for customers seeking to upgrade the new drive type.
ian022 said:so, what happened?? is the whipple 3.3L coming out or what?? it's december now, i thought it was coming out mid november or december?? also, is whipple planning on getting a carb eo number for california?? for both of their kits. or at least just the head unit. i can get by with that
ian
You won't be different for long. I think the Whipple is catching on. I have a polished one that I am installing in a few weeks. They need to come up with a way to make some upgraded fuel rails fit though.SnkebiteL said:I'm going whipple! Just to be different.
FLYIN said:You won't be different for long. I think the Whipple is catching on. I have a polished one that I am installing in a few weeks. They need to come up with a way to make some upgraded fuel rails fit though.
Fang said:You can't upgrade the fuel rails on it??????
TECH@KB said:To quote Jim Bell.....
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DW: The Lysholm designed compressor was designed by the lead designer of the Autorotor, he left Autorotor and help start Lysholm and develop a new compressor that had new design features. The Lysholm rotor, bearing, shaft and gear design was not only backed by Eaton (the most successful supercharger mfg. ever), but also passed all of Eaton and Fords durability and endurance test. Something the Autorotor has never successfully done.
JB: I guess you are attempting to bolster your product’s image by implying that the lead designer of Autorotor left to do a better supercharger. Here again Dustin has his facts all dead wrong and is misinformed, confused, or ....? “Lead designer”, no, Dustin. No “lead designer” from Lysholm ever designed an Autorotor. That is simply not true. Benny Lindbrandt is the “designer” you are referring to that left Autorotor to help start Lysholm. However it was not Lysholm’s Benny Lindbrandt as you claim who designed the Autorotor. He wasn’t even there when the Autorotor superchargers were designed. The “lead designer”of the Autorotor supercharger was actually Johnny Osscarrson, father of another Autorotor engineer and designer; Jan-Erik Osscarrson, whom I worked closely with for over 12 years. You’ve got your lead designer’s mixed up. You may wish to call Opcon and get the “real facts”. They find your claims of Benny designing the Autorotor as very humorous.
:bs: ____________________________________________________________
If anybody wants the patent information to which Mr. Lindbrandt sold to Opcon Autorotor, let me know, SC was patented and designed before Autorotor bought the technology. I also have a flyer here of the original design compressors through Mr. Lindbrandts company, before it was re-badged "autorotor". Even has his own logo casted in the oil front cover. Still laughing? :bowdown:
Information is key, try it! :rockon:
stangfreak said:dustin not to change topics, but i was just on your webpage and just noticed it was updated. are you guys selling the new fluidyne HE? if so is it bigger than the gords heat exchanger?
Easy said:post some pics of your engine
right on :rockon:Grey03Cobra said:I will, as soon as I get home from the sandbox (whoo hoo, only 5 more days epper: :banana: epper: :banana: )
Whipple Charged said:If anybody wants the patent information to which Mr. Lindbrandt sold to Opcon Autorotor, let me know, SC was patented and designed before Autorotor bought the technology. I also have a flyer here of the original design compressors through Mr. Lindbrandts company, before it was re-badged "autorotor". Even has his own logo casted in the oil front cover. Still laughing? :bowdown: