Has anyone looked into putting the Eaton TVS supercharger on a 3800? It is currently in the new Corvette.

http://www.eaton.com/EatonCom/Markets/Automotive/ProductsandSolutions/Superchargers/TVS/index.htm

I don't think it would fit, and there goes half the fun of the Riviera, too. The whine has been severely cut back with the new design.

It has been done or at least nearly. Problem is by the time it's all right, it costs about as much as a whipple and looks less sexy.

Read on: http://www.3800pro.com/forum/superchargers/23690-eaton-tvs-1900-blower-now-option-3-8l.html

Oh Lord... that may be my next adventure along with Thrasher heads and a full bottem rebuild (to support nitrous)... Thing is, I have roughly 420-425 hp at the crank now and can"t get any traction. I wonder how hard 700+ bhp would be to control. Wouldn't that be cool !!!... I do admit that thing looks a little odd to me.

Reminds me of this

I agree that it is not as sexy as a chrome Whipple or even our M90.

Is it not interesting that the more these roots blowers evolve, the more they look like screw superchargers? I also think it's really weird how if you visit Whipple's or Kenne Bell's websites, they call their blowers positive displacement superchargers. The line between the two seems to be getting really thin...

You're right that Eaton's new housings use a grid pattern similar to the twin-screws, but roots and twin-screw (Lysholm) blowers have always resembled each other a little because they are both types of positive displacement blowers, using two spinning rotors, hence the double cylinder shape.

The biggest difference between roots and twin-screw is the rotor design, and how they compress the air inside the blower housing.

The roots design once used a pair of straight, flat rotors, but now uses slightly helix-shaped lobe rotors to better "move" air through the unit (probably borrowed from the twin-screw design). But even with this improvement, the relatively large gaps between rotors prevent it from actually compressing the air inside the blower. The roots blower builds air pressure by pushing it into the manifold, as a fan does. Key point: it's technically just blowing the air, not really compressing by definition. The pressure build occurs after the blower, inside the manifold.

The Lysholm on the other hand, uses a set of optimum shape screw lobes that are very tightly matched, but they are also different. One of the lobes is slightly larger than the other and turns at a different rate. The gaps are much smaller than with roots. As the air moves into the blower, the rotors trap it and squeeze it, compressing it from one end to the other. The end result is the air is already compressed by the rotors, inside the blower, before it moves into the manifold. For reasons too in depth to explore here, the twin-screw design does what a roots blower does, but much more efficiently, while creating less heat in the process.

The term "boost stacking" applies only to roots blowers. Because the air is being moved and not compressed, it is possible for the air to stop or change direction inside the blower - if the engine resists the intake air due to restriction. Since the Lysholm rotors actually compress the air as it's being fed through the blower, the air coming in can't stop or exit - it must move into the manifold. This is one of the reasons why twin-screws give higher boost numbers than roots.

Never knew the difference, thanks AA!

Roots blowers have the save number of lobes on each rotor. The twist in our rotors is to reduce the "pulsing". A Lysholm has one rotor with one more lobe than the other. They are also different shapes in that one is female and the other male.