Yeah,OK

Exactly..thats what I thought too.

if you guys keep this up, i will have to break out the big dog and smack you all down a notch or two.....

Seems TMP got some good advertising out of this thread. Maybe the competitors should bring some some better smack the next time

I commend TMP for putting up with the flack here and I hope they succeed at their goals. Being the "new kid on the block" isn't easy and this definately is a rough crowd here.

Point of interest: I was the "new kid on the block" engine builder at a local circle track. It seemed whatever class I put an engine in, suddenly the team would set records and win races. It pissed off the "old timers". One class was really sad as it turned into my group of engines in the lead pack, and everyone else fighting behind that. I had engine's torn down at EVERY race by protest, nothing ever found illegal

That is how my name became known as RichardCranium... to the competitors

So is Vinny going to bring his boat to Sarasota, and Will it have new power.

Nobody,
The SC's that Racecrafters used are Whipple's so I'm not really sure what your refering to on that statement. We own the rights, we did finally assembly, we were the instrumental force in developing the compressor and getting it to the market. We didn't design the rotor profile, that was left to Svenska Rotor Maskiner, the world leaders in screw compressor technology, but those are Whipple Charger's. We had two versions, A980 and R980. That is 9.8 Liters, is that big enough?

As for Mercury not calling their SC's Whipples, why would they, were competition? Lysholm is mainly in business because of our hard work, drive to succeed and innovative ideas. We paid for the development of every compressor including the 3.3L, we utilize 95% of their sales and are instrumental in getting the compressors to a level worthy of the tough vigors of the marine envoirnment. If anybody doesn't see the similarities with Mercury Racing's lineup vs. ours should have their eyes examined. The OEM's approach some things different, but there are strong similarities.

The marine version of the PSI is smaller than our 3.3L quad rotor. The smaller SC's have far tighter rotor tolerances, have 50 years of superior rotor technology and have superior efficiency levels. The PSI rotor design is an out of patent design from the late 50's and does not compare to the later generation "D" profiles for size vs. flow vs. efficiency.

Theres no doubt a larger compressor could serve a purpose in the marine envoirnment and maybe you'll see something in the near future, for the time being, the likes of Sterling Performance have found tremendous success with the 3.3L quad rotor vs. previous PSI equipped engines and we've had tremendous success with our 3.3 Liter.

As for me treading uncharted territories, I'm not sure who you are or how you may know my expertise, but I can hold my own in the field of forced induction and power. I also don't work with any one person or company, I support our product, simple as that. If somebody with our product wants to hear my thoughts on tuning, EFI controllers, camshaft or head selection, compression, etc. then I will offer my thoughts. I've been blessed with the oppurtunity to listen, learn and interact with some incredibly great minds, many far outside the marine industry and some in. With my fathers drive to understand why something happens and how, I've been lucky to gain invaluable knowledge and learn at an accelerated pace.

As for efficiencies, the turbo offers the highest peak efficiency of any supercharger. The screw compressor and centrifugal are nearly identical in peak efficiency. But very few motors run at peak efficiency. The screw compressor offers the highest possible efficiency through a useable rpm range and therefore it can clearly be called the most efficient supercharger to date. Plot a power curve of identical motors with the screw, roots, centrifugal and turbo and as long as all were sized properly, the screw compressor will have the highest average power.

Thanks,
Dustin

JCPERF,
To let you know, quite a few people have made over 1800hp on gasoline. The question is how long a motor with that type of temp and energy can live. Racecrafters made over 2000hp with 104 octane on his with our A980! Most do it with higher octane levels, typically 118+. Torco made some special race fuel that was rated at 122 octane a few years back for one of the race teams we were involved with. At that time, about 6 years ago, they had a 498ci motor with 20lbs of boost making 1600HP @ 7000rpm. Heads, superchargers, cams, etc. have all gotten better now not to forget to mention cubic inch.

I've seen a few motors make 1600hp on 116 octane, some I felt were set to die and some were what I felt still somewhat safe. 1800 is certainly another level that is difficult to reach, but it's certainly been done by more than one with screw compressors and turbos! Hell, my friend use to race for Toyota and they had their 4 cylinder motor producing 1600hp on gasoline (surely not a "on-the-shelf" gasoline) during the IMSA days, only took 75lbs of boost!!!! But they dominated racing and wiped out the class, one year winning 20 of 21 races.

Thanks,
Dustin

JC, I thought Lab did Vinny's motors? Tom

did somebody say free drinks

Dustin,
I believe there is someone you may want to talk to about his process in aluminum transformation. The gentlemans name is Kirk Jager, he has developed a process to transform aluminum into a material he refers to as alumni. It's properties in both thermal expansion rate and lubricity have led to some interesting testing and real life use, namely .0005" tolerance rod to journal clearance in NHRA Pro Stock. This while running oil pressure that you would see in your everyday car. His alumi connecting rods were outlawed in NHRA, rod weight was 415gms in Pro Stock. The Dept. of Energy in Oakridge, TN is working with him to develop lighter parts for the OEMs for better fuel effiecient vehicles.

His next interest is to use the process to increase the efficiency in blowers. I know his conversation would not be a waste of time for you. In reading your post you are someone who listens, all important in this industry of automotive performance.

If you are interested e-mail me at [email protected] or call me at 423 854 0007.

Thanks,

Chris Straub
Stef's Performance Product
B&B Performance