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The supercharger drive system uses the Antonov Mechanical Module unit (AMM) and was incorporated into a Hummer H3 and a Ford Mustang GT. Wheel to Wheel Powertrain received significant interest for the system for application to the Hummer H3. To facilitate this process, Wheel to Wheel Powertrain has begun issuing pricing for the application kits. In addition, the first production batch of AMM units has been ordered from Antonov's manufacturing partner, Neue ZWL Zahnradwek Leipzig GmbH.
Brad Shantry, Product Development Manager of Wheel to Wheel Powertrain, said:
"The SEMA show was a great success and the supercharger drive system in particular was very well received. We are confident that it will prove popular within the performance industry owing to the significant boost to power and torque it gives to mid range engine speeds. This enhanced engine performance will be particularly useful on a medium size 4-wheel drive SUV."
Anybody seen laminova cooler for turbo charged lsx?
I wish someone would make an intake with 6 cores built into it. Sort of like a LSA or LS9 supercharger shape, but with a plenum on the bottom instead of a supercharger. Then have 3 cores built into each bank. I believe MB uses these in their supercharged cars.
Are they really any better than decent traditional style cores though? What is the real advantage of them? Also I can see how they get the heat into the water is it's just a straight pipe inside the cores isn't it?
It has a massive surface area due to all the fins, so its very effective at cooling the charge air.
agreed on the air side, but what about the water side? As said I think they are just a smooth bore on the inside (water side). You have to remember that you are trying to move the heat to the water so you need a high surface area on BOTH the air and water sides.
I believe the bore is smooth on the water side, just like any other "radiator." GM also used these on the supercharged Cadillac engines. I believe 4 cores were used on that engine, which seems about right given the HP rating.
Has anyone done any testing back to back with say a bell or Garrett core of the same size? I'm not convinced that these cores would be any better than a decent traditional air to water core. The packaging seems to be a nightmare for these cores as well!
I think Kenney Bell used to offer some intercoolers with these cores and had data on the website, but I don't see it now. The superchargers that are used in the Bell kits are from the same company (autorotor) that make the laminiva cores (Opcon).
It would be interesting to know why GM didn't use these in the LSA/LS9/LT4. They already had experience with the older Cadillac STSv and the Cobalt. I'm guessing it was a purely financial decision.
agreed on the air side, but what about the water side? As said I think they are just a smooth bore on the inside (water side). You have to remember that you are trying to move the heat to the water so you need a high surface area on BOTH the air and water sides.
I'm not even going to pretend like I know the correct scientific terms here, but there's something along the lines of heat transfer coeffient and thermal mass that come into play. I think the short version is that water can suck up a lot of heat out of a lot of air in a short time, meaning that you don't need massive flow on the water side.
edit - specific heat capacity and thermal conductivity is what I was refering to.
To my knowledge, these have never been tested. The builder of them made one for a LSA blower and it was a huge failure. It hadnt been fitted, or tested. It didnt fit and it ran way hot and lost a ton of power from additional airflow issues
Well, I did some reading up on A/W setups, and I see that most A/W guys are running 5 gal tanks. I could only run around a 1 gal holding tank, and a 12-14" heat exchanger w/fan (or maybe a rectangular '03-04 Cobra-type unit). A smaller tank (1 gal) should be able to cool down faster than the larger tanks for the drag cars, so I wouldn't think that would be an issue. I wouldn't mind going with a standard A/A, but my problem is that 3rd gen birds have less room in the nose than 4th gen birds, and also don't have any areas that can be cut out to provide more airflow.
for whatever it’s worth I also have a 87 TA and it has been A2A and A2W. Originally it was A2A with a centri supercharger on a 5.3. A2A kept IATs in the 100-130 range in hot 90+ summer days. I swapped to A2W hoping to remove things in front of the rad like the 12x31x3 intercooler core. I fussed with the A2W for a summer, had a 1000hp core, 3/4” lines, large fabbed heat exhchanger and a high end peirburg pump, 1 gallon reservoir in the Engine bay. IATs were hotter than the A2A and never got below 120 , usually 140 and once it was warm it never went back down. I went back to the A2A and IATs dropped again. A2A gets alittle heat spike when you boost it but a min or so driving and temps go back down. I run a glowshift intercooler gauge which tells me pre and post intercooler temps so I can see the temp drop over the intercooler. I also squirt a bit of 50/50 meth to help, my car is only street driven in hot weather and I drive it like I stole it when I’m in it. The only nice thing about the A2W is that temps didn’t rise when boost hit... it just gradually heated up as I drove it.
If your drag racing he car then an A2W will work better with Ice for the 1 min you need it to. For the street A2A. A lot of the Ford 302 guys and the New vettes have to upgrade there intercooler stuff bc of high IATs.
Now I run the same A2A but I’m turbo and no complaints, logs show 100-118* IAT temps in boost without the 50/50 activated yet.
To my knowledge, these have never been tested. The builder of them made one for a LSA blower and it was a huge failure. It hadnt been fitted, or tested. It didnt fit and it ran way hot and lost a ton of power from additional airflow issues
Considering the prototype in the picture is sitting on my desk, I can say with confidence exactly none of that is true as it has need been mounted to anything. It was intended to be ran on a LSA replacing the SC with a turbo setup but the plan changed
Laminova cores have been used extensively in other markets with nothing but success. The cores are more expensive than traditional bar/plate and there is a bit of machine work required to build an intercooler with them. This one is 100% billet everything so obviously it will be really costly to produce. Most home brew intercoolers are flat plate with crude holes cut in them. The sleeves, raw tubing with slots crudely cut. The end caps have to be precisely machined, but the main assembly is often just cobbled together. It doesnt have to be perfect
Heres a TT LS1 with a 12 core home fab. IIRC, he used a hole saw to punch the ends, then a drill and jigsaw for the tube slots
11-21-2006, 01:20 PM
Update on Supercharger Drive and SEMA Show 
