Yea it sounds awesome, too bad no matter what we do to our engines, we will never, ever get that sound. But, and this is a great but, the 6.4 V-10 that Ford put in the new Carroll Shelby Cobra concept has an absolutely incredible exhaust note. There are several channels airing the build of this concept car. I saw it on Rides and maybe Speed. But it was the most beautiful exhaust sound I've ever heard, even compared to the late 60's, early 70's Mustangs. I will do a little research into the Cobra V-10, I think it was a one-off just like the 5.8 liter V-10 that Ford built for the test mule Mustang. But it was basically a stretched out 4.6, unlike our added 2 cylinders onto 5.4.

 

Big trucks that have gas engines often have superchargers. Superchargers were very commonly used in piston aircraft, and they run at comparatively low RPM. Superchargers increase HP and torque throughout the RPM range.

 

Big trucks that have gas engines often have superchargers.

I don't know of a one. You thinking Turbo Diesel?

Superchargers increase HP and torque throughout the RPM range.

Superchargers don't kick in till around 3000 rpm, which is useless in a big heavy truck.
You need low rpm Torque in a heavy truck. Plus $5000+ for a supercharger is not cost effective upgrade.

 

I dont know where you are getting your numbers as far as a supercharger not building boost until 3,000 rpm, but I can tell you from personal experience, that is wrong. A roots type blower like the Whipple or KB will begin producing boost as soon as you mash the gas, right off the bottom end. Now, I'm not sure about the centrifugal superchargers like the paxton or powerdyne, Ive never messed with one of those.

 

I said "gas", not turbo diesel. I've driven gas dump trucks and buses with superchargers. I've NEVER seen or heard of one with a turbo, unless it was diesel. Yes, I know the difference. I've spent many hours at the drag strip, and have owned vehicles with both.

Don't take it personally, but you are incorrect about your assumption that superchargers don't increase HP below 3000 RPM, and you don't have to spend $5000+ to get one either.

 

You ever hear a v-12 at about 7000 rpm? Some old Ferraris and Jags sounded awesome with the V-12s. Can't wait to hear your truck after the cams V10killzz71s.

 

Can you show me a Dyno graph that shows the Torque gain for these Superchargers under 3000 rpm.

I have never seen a supercharger that makes a worthwhile Torque gain under 3000 rpm. Also how much MPG are you loseing?

A link or picture would be fine.

 

No, I never have had a bus or dump truck dynoed. Never saw a reason to. Who cares about MPG? This is the V10 site, isn't it?

 

It all depends on the type of supercharger that is used. A centrifugal supercharger (like a Vortech or a Paxton) will act much like a belt driven turbo and produce power only higher in the RPM band.

A roots style supercharger, like an Eaton, will produce power from 0 to about 6000 RPM.

A twin screw style supercharger, like a Kenne Bell, will produce power everywhere.

If you want an example of a supercharger that produces more torque at low RPMs, all you have to do is find ANY dyno of the new Cobras. With the aid of an Eaton blower, the new Cobra puts out as much torque at about 2000 RPMs than the previous version did at peak

 

Anyone know of any sites that show the Torque increase for a Kenne Bell or Whipple
supercharger for the V10? All the ones I have looked at show no increase till you hit 3k rpm. I was asking about MPG loss to see how efficent they where to run.MPG does matter to me. I only have a 28 gallon fuel tank. If you lose 2-3 MPG it would make a upgrade like this unpractical for most users.

 

I don't know where you're looking at, but it took me 5 minutes to find this one off of Kenne Bell's own website:

http://www.kennebell.net/supercharge...0-f250-350.htm

 

That graph starts at 2800 RPM. So that graph didn't help with my question at all. It also says it takes 10-16 less HP to run then a roots style. So how much HP do you realy gain on the bottom end if your turning this thing.

I believe thats why they all don't start there graphs of HP and Torque gains till about 3,000 RPM.

 

Methinks you've been looking at centrifical (or is it centrifugal?) superchargers, not roots or whipple type. Units like the Paxton are centrifical, very much like a turbo. In fact if you looked inside a Paxton it would like exactly like a turbo on the boost side. Turbo's need to spin lots of rpm before they start making power, some of them spin over 10,000 rpm. Funny cars, top fuel cars need to make torque, and all those guys run roots type. Funny cars/top fuel cars leave the line from basically idle, so torque is paramount to 4 1/2 second quarter mile times. Too much rpm and the tires go up in smoke, and they lose. Roots type make power from idle, and actually are not as efficient higher up in the rpm range. A Paxton ad shows LOTS of horsepower, usually more than a roots type will, and they do produce more hp, but look at where they make it, way up in the rpm range. Watch when a turbo drag car leaves the starting line, lots of rpm, that's where their motors produce power. For towing, you need the same kind of power a roots/whipple charger makes. Power from idle, up to maybe 4,000 rpm. To get 15,000 pounds of vehicle and trailer moving you need torque, you could use lots of rpm if you engine only makes hp in the upper rpm range, but why ? Low-end torque is what tow vehicles need. Roots/whipple type superchargers do that best. Just because an engine is s/c'ed doesn't necessarily mean your mpg will drop. If an engine has more efficiency, ie; makes more power, than you will possibly uses less throttle, and therefore less gas for any given application. If you need 100 hp to get 3 tons of truck moving, and a s/c will make that 100 hp at a lower rpm, with less effort, you'll use a comparable amount of fuel, correct ?

 

Go to http://www.allenengine.com and look through their supercharger kit offerings. Some of the graphs go down to 1800RPM and even down to 1500RPM. They show a marked improvement in torque all the way down.

Others here are correct - the centrifigal superchargers do not build boost as quickly as screw-type like Eaton/Kenne Belle. They are glorified turbos without the exhaust plumbing. I haven't checked for facts, but yeah, they probably start in the 2500-3000RPM range.

With the screw-type, there is boost no matter what RPM the motor is turning, and the lost torque to spin the SC is made up for with boost, and torque is higher from near idle all the way up to where the intake/heads can't take it anymore.

I think the reason not many places show below 3000RPM is the dyno they are using to produce the results doesn't go down that far.

 

Did you read the text <I> above </I> the graphs?

<I>• Big increase in horsepower and torque - <B>EVERYWHERE</B> - not just at 5000 rpm.
• Up to 3 sec better 0-60 and 2.8 sec/10 mph in 1/4 mile.
• INSTANT FULL BOOST / HORSEPOWER & TORQUE at <B>ANY</B> rpm - 2000 up.
• <B>No "boost lag"</B> as with <B>centrifugal</B> superchargers & turbos.
• Lower gears not required.
• Fat <B>Flat torque curve</B> for performance, towing, climbing, etc. (Full boost at 2000 rpm)
• Boost and power on demand only when needed - <B>EVERYWHERE</B>.</I>