Dave1968
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Is there any word yet on exactly when the new supercharger kit will be available and the price? It's getting close to 2016 when they said it would be ready.
Supercharger Kit Ready Yet?
- Thread starter Dave1968
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Texas1
Enthusiast
Haven't heard anything new for the Arrow kit, but D3 performance is making headway on a pro charger kit for our Gen V's...
EdwardETraylorIII
Enthusiast
Lol... Oh yea, it's all done.. And it will be $9995! <cough>
kratedisease
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I am doubting the supercharger will now be produced by arrow racing since all info regarding the supercharger and power charts etc that was on the arrow racing website has been scrubbed.
It's no longer there as an announcement or a description, so I can only conclude that it was removed or scrapped possibly due to low levels of interest or demand or possibly because the gen5 might not be produced much longer, therefore limited future demand.
My guess ( not trolling)
It's no longer there as an announcement or a description, so I can only conclude that it was removed or scrapped possibly due to low levels of interest or demand or possibly because the gen5 might not be produced much longer, therefore limited future demand.
My guess ( not trolling)
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Dave1968
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Interesting ...
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Dave1968
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Somebody will make it - it will just take a little more time which gives us more time to save up for it. Yah!
Texas1
Enthusiast
If you visit the "other" site there is a thread that is updated on a regular basis regarding the progress on the pro charger...
kratedisease
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I think it is best to contact arrow racing or one of the three dealers that install for arrow (woodhouse , Roanoke,or viper exchange ) to ask about the super charger that was previously announced as a stage 3 upgrade on the gen5 viper.
Again, I am guessing that developement of it is being cancelled (??) since there is no more info on the arrow racing website about it. ( just an assumption since the previously posted pictures of the supercharger and charts are removed)
But really, the stage 2 kit that is available provides almost 100hp over a stock engine with NO added Weight.and no changes to the appearance of the engine bay.
Again, I am guessing that developement of it is being cancelled (??) since there is no more info on the arrow racing website about it. ( just an assumption since the previously posted pictures of the supercharger and charts are removed)
But really, the stage 2 kit that is available provides almost 100hp over a stock engine with NO added Weight.and no changes to the appearance of the engine bay.
If you visit the "other" site there is a thread that is updated on a regular basis regarding the progress on the pro charger...
Yea. I guess it should be clarified.
In terms of the Sledgehammer, I haven't heard anything new, the heads & cam packages are now getting installed so the Stage II is out, the Stage III which is the SC kit, I dunno.
But, there will certainly be a supercharger kit in t aftermarket. Like Texas posted, there's awesome progress and those guys are doing very cool things, great pics of the design & 3D printing, etc., so I have no doubt we'll have an awesome Supercharger option in the aftermarket that looks to be top quality.
Apples and oranges. The procharger is a centrifugal unit. The Sledgehammer is a twin screw like the supercharger on the Hellcat. The Sledgehammer is being developed by Arrow which, as we all know, is an expert on all Viper engines. Dick Winkles now works for arrow.
When both types are available, I would wager that the Sledgehammer will blow the doors off the procharged vehicle.
When both types are available, I would wager that the Sledgehammer will blow the doors off the procharged vehicle.
twinscrews create more heat (higher IATs) than centris, no?
The power comes in at a lower RPM with the twin screw. The stock Paxtonized kit cars are very reliable but the Roe cars in the same boost range do better in the quarter mile. I have had both. My Gen III was Paxtonized and my Gen II was Roeized. There are good reasons that FCA, Ford and GM use twin screws in the Hellcats, Mustang V8, Camero, Vette, and Caddy. In fact, to my knowledge, a centrifugal supercharger has not been used in an American vehicle on an OEM basis for as long as I can recall - maybe never. The Grand National had a turbo on it. And the new performance V6s use turbos. You also see twin screws used in the Top Dragster, TAD, Top Fuel dragster and Funny car classes.
As for heat, both applications require intercooling. In general, the twin screw does use more power to run itself.
I want to stress that the stock Paxtonized Gen III cars are great and, based on my experience, bullet proof.
As for heat, both applications require intercooling. In general, the twin screw does use more power to run itself.
I want to stress that the stock Paxtonized Gen III cars are great and, based on my experience, bullet proof.
Thanks for the info, though I have to wonder if a big part of the reason the big 3 went with a twin screw was due to packaging; it sits nicely on top of the motor rather than to the front/side (which adds plumbing to intake, etc). I agree a screw is very reliable but so is a Vortech
AZTVR
Enthusiast
I wasn't reading car magazines yet; but, the '57 & '58 Studebaker Golden Hawks were produced with a McCulloch centrifugal supercharger. My dad had a Silver Hawk, no blower. The '63 & '64 Studebaker Avanti R2 & R3 had Paxtons.
Packaging was undoubtedly a factor but I think power distribution through the RPM curve - especially in the context of durability and reliability - probably played a bigger role. The power in a centrifugal application comes in at a higher point on the chart above about 3300 RPM. Higher RPM means a bit more stress on certain components. The OEMs, if I remember correctly, seek and test for the system to stand up over 200,000 miles. Perhaps someone can jump in and verify or correct this figure.
mjorgensen Woodhouse
Enthusiast
The PD blower is used in OEM for one reason, the emissions can be controlled, because the liquid cooling systems maintain constant IAT and can be regulated because of that. With an air cooled centrifugal that is not the case. It is MUCH harder on the driveline components when you have added torque lower (twist and grip) thank the smooth increase of the centrifugal IMHO.
ontariomystic
Viper Owner
I'm confused as to how IAT would have any effect on emissions? The computer will compensate for IAT changes, so the intercooloing being water to air vs air to air is negligible. IMO has more to do with power down low that you can feel. Viper was blessed with a ton of torque so boost down low is wasteful. Drive something like an 4.6L mustang and it's obvious that the power lower in the rpm range is welcomed. Having had both, the centrifugal is actually boring usless you increase the rear gear ratio to get into boost faster. Mashing the pedal in any gear and getting response is better than down shifting 2 gears to get the same result. When I used to take friends for rides in my Paxton supercharged mustang their response was "That's it, alot of money for that." Take people for a ride in a 04 Cobra or Gt 500 shelby with the same or less peak power and they are amazed and grinning ear to ear.
mjorgensen Woodhouse
Enthusiast
I'm not the engine engineer, I just have them as resources.
Lawrenzo
Enthusiast
The '66 Shelby GT350's could be had with a Paxton as well.
Texas1
Enthusiast
Ah, maybe you did not notice but the supercharger is not connected to the air intakes. Please post a video after the system is completely hooked up and running.
Texas1
Enthusiast
Lol...that's pretty obvious sir...feel free to do your own searching from here on out...was just giving everyone an update who don't visit the other site...
...cheers!!!Nightstalker Medic
Viper Owner
TEXAS1: It's good to see that about a third of the battle is won with the placement and fit of the blower. Very interested in seeing how the plumbing and tuning turns out. Keep the information coming please.
