5.0 Mustang & Super Fords
Techco Supercharger Kit - Whine Seller - Techco Supercharger
Newcomer Techco Is Making Noise In The S197 Supercharger Market
Mustang fans are used to being showered with new go-fast trinkets, but even by Mustang standards the new Techco blower is a blind-side hit. Fairly bursting onto the market with minimal advance notice, not only is the Techco supercharger all new, so is its general layout and the company that makes it.
The organization is new, but the Techco personnel brim with Mustang experience. The Techco Reverse Revolution supercharger is new too. It's a clean-computer-screen design; a 3.0-liter, water-to-air charge-cooled, twin-screw for Three-Valve Mustangs. Its place in the market is at the top, a fact immediately seen in its $7,500 price. At that price it's obviously playing for keeps and delivers leading-edge performance. Also, for that price it includes absolutely everything needed, including fuel injectors, fuel rails, charge cooler, pumps, hoses, brackets, the works.
Techco's blower has several unique features, the most obvious is it ingests its intake air through the front, hence the Reverse Revolution name. This eliminates the need to turn the incoming air almost 180 degrees to reach the rear of the supercharger, as is done on all other twin-screw Mustang blowers.
Because the inlet side of the supercharger is naturally aspirated, forming a straight shot into the blower is a meaningful step forward in blower efficiency, especially at high airflow. This arrangement also allows rationally sized inlet plumbing, devoid of over-sized elbows that flow air but require so much cross sectional area airflow gets lazy at lower speeds.
Now, because much of the blower's front case is dedicated to inlet air there is insufficient room for conventionally arranged drive gears. Other blower makers have accommodated such packaging concerns by mounting their twin-screw backward, so air can enter the supercharger in the same place, but without having to make a big turn. The supercharger drive would then be taken to the rear of the blower via a jackshaft, which works, but introduces another shaft, more bearings, plus a small drive belt from jackshaft to blower drive. It's monkey motion, adding weight and complexity.
Techco's solution is more elegant. The blower drive still enters the front of the blower and drives the female rotor directly. The female rotor is then used as a driveshaft and fitted with a gear at its rear, which mates to the male rotor gear, driving it. There are thus no extra drive gears or other parts than with a conventional drive; the usual players are just arranged differently so weight and complexity are unaffected.
Another defining characteristic is the Techco's separate drive belt. Instead of piggy-backing the blower drive onto the engine's existing serpentine belt, the Techco blower adds its own eight-rib crankshaft pulley, belt, idler, and tensioner.
The separate drive was chosen for several reasons says Bill Tally, Techco's chief slide-rule jockey. He wanted no belt issues--ever--and with a high-output 3.0-liter blower this meant an eight-rib belt; a locked-down, manual belt tensioner; generous belt wrap; and no sharing of drive loads with the water pump, A/C compressor, and so on. All of this was much easier to achieve with a dedicated blower drive, even if much of it is academic at the silly slow blower rpm and boost pressures the Techco gets by with to whip out a mere mid-400 rear wheel horsepower. Everyone knows more boost and power are always in a supercharger's future.
A dedicated drive belt also gives two pulleys--the supercharger and crank--to play with when dialing in blower speed. Another advantage is it makes adding a cog belt a cinch when some crazed individual decides they want to make 1,000 hp. And the Techco will flow that much air in case you feel so compelled.
Horse Sense: Techco durability testing included a 35-hour road trip from California to New Jersey and back last Christmas. Two Techco engineers had family in New Jersey and rather fly home for the holidays, the pair expropriated a test mule. A southern route was taken eastbound and a northern route westbound; this gave cold temperatures and up to 11,000 feet of elevation. Besides environmental testing, the engineers worked on the calibration during the 6,000-mile trip. The blower "never missed a beat."