Ben@WeaponX

So the 2650 came in last week and we're already in the process of making our improvements on it from visual impressions and then we'll see what else we do. This blower has shown to pretty easily make 800whp; however, with my ZR1's supercharger already making that with 17PSI and 18* timing on the stock long block and 93 octane, I really think this supercharger will be capable of over 1000whp on the right setup!

For you guys that want one, I have a half dozen coming in from Edelbrock next month!
Click here to buy:
https://weaponxmotorsports.com/produ...14360069046321



Pros:

• Really well constructed unit
• Impressed with intercooler size
• Impressed with the attempted intercooler flow with a -12 inlet and -10 outlets
• 102 MM inlet for larger throttle bodies
• Port Injection bungs - just need opened

Cons:

• Biggest issue is the choke point for the air flow above the lid. There is VERY little room for the compressed air to make a 180° turn to go back down into the runners
• Driver side intercooler outlet has to make FOUR 90° turns to get out of the coolant manifold vs. the Passenger side has to make just one big sweeping bend
• Need to measure, but I think we'll have to blend the inlet to get the last MM for the NW 103 TBs
• Need to open up the port injection holes

WEAPON-X Plans:

• Lid Spacer to provide more artificial plenum volume over the IC brick for improved airflow down into the runners
• Billet Coolant Manifold with AN fittings for rubber or braided lines and our upcoming dual HX pump setup or the larger Stewart pump setup
• Snout/Supercharger porting
• Port Injection Modification with our custom billet rails and brackets
• Griptec Pulleys from 3.5" down to 2.5"
• Custom high flow intercooler brick
• Custom Carbon Forged taller lid kit for hood/cowl clearance

Giant dual pass intercooler:


Port Injection:

Lack of plenum volume:


Plenum airflow has to make a 180° turn in this small cavern.
At 15K blower RPM, it's expected to move 1500 CFM
At 18K blower RPM it's 1700 CFM
At 25K blower RPM and more free flowing inlet, Magnuson shows this rotor pack capable of moving 2500 CFM!

So, needless to say we're going to free up a little more space to help this breath more!


Cooling Manifold Adapters:

Four 90° bends to get out on the driver side:

102mm Inlet just needs a little porting

A320Flyer

chuntington101

Great pics and information as ever! What is the thickness of the intercooler? It’s going to be interesting to see the results of these!

bc928

Wonder what the efficiency is like compared to 2300. And relative comparison to Centri. Static throttle, parasitic, etc.

Ben@WeaponX

Guessing around 1" based on the inlet and outlets but I haven't dismantled this blower that far just yet, but a brick upgrade is on my list like our LT4 HD cooling bricks.

see below sans the centri as there are too many models to delve into that one

Ben@WeaponX

Progress is coming along! Our WEAPON-X Coolant Adapter to free up the inlets fit like a glove (not on OJ), so that is done and the lid spacer is done as well! Here is that massive IC behind our 3D printed sample version. That 36x36" table is so precise, that the AN threads screwed in ; we were impressed!



A little physics lesson, length vs. width... just like a driveshaft, the longer it is, the lower the critical speed. Supercharger rotors are no different! The 2650 uses shorter fatter lobes than most superchargers and thus it can spin to approx 25K RPM whereas most other superchargers over 2L are struggling to hit 20K RPM before they're taxed out from a bearing perspective as well as volumetric efficiency perspective as there is less of a pressure drop across shorter/larger diameter rotors.

Just so you guys can see why I'm so excited about the 2650, here is the COPO 2650 casing vs. the old gen! Just WOW.... Unfortunately, the Mustang guys throw more money at Whipples, so they get first priority as the Cobra Jets are running their new Gen 5 Whipples! Now, I will be the first to say that Whipple has a lot of new superchargers out and the next gen they're working on seem nothing short of phenomenal; however, this is more relative to the 2.3Ls down to the 1.7Ls. I was just appalled by the massive size of these new COPO Magnusons vs. the older COPO Whipples. Some little known facts, but the LT4 blower was originally a 1640 and was barely making the power it needed and was already too far down the rabbit hole to redo it, so they stretched it to a 1740 to make a little more room for power. This was the same thing that happened from the CTS V gen 2 and ZL1 gen 5's LSA blower that was stretched from a 1900 to a 2300 and that is why there wasn't as much headroom gained for a LONG time till guys figured out how to improve the LS9s airflow to make more power than the LSA blower