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GT40
Ford GT
11.2 @ 131.2
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<blockquote data-quote="BillyGman" data-source="post: 1631748" data-attributes="member: 19962"><p>I think that I would've never found that unless you opened up this friendly debate in the first place about which company designed the Ford GT S/Cer. Therefore this has been a team effort between you and myself. :thumbsup: </p><p></p><p> I know what you mean about Eaton not being high profile about this at all. My guess is that it's simply because Eaton really doesn't deal w/the consumer public directly, but rather w/the car car manufactures. Perhaps they have been trying to sell the auto makers on the Lysholm design, but since Eaton has such a long and successfull track record w/the roots design, then maybe most car manufactures are inclined to stay w/the tried and proven.</p><p></p><p> What I mean is, most of us hi-perf car enthusiasts know all about the superiority, and prowess of the twin-screw designed S/cer, and how much more power it offers since most of us have either witnessed the results at the dragstrip, have known others who have installed one on their car, or have had one ourselves. But the average guy, including the car manufacture executives, might be more concerned w/track records which prove durability specifically on OEM factory applications.</p><p></p><p> But another possible reason why Eaton has been slow w/the Lysholm design might be the fact that the internal rotors of the twin-screw S/Cer are more difficult to manufacture than those of the roots design, and therefore more costly also. And that could be another selling point in favor of the roots S/Cer as far as the car manufactures are concerned(cost $$$). That's just one of the reasons why I had stated in one of my previous posts that the Eaton company is a whole different entity. Because their direct customer is NOT us consumers. It's actually the car manufactures themselves. That's why Eaton doesn't get a whole lot into descriptive detail about their product on their website. Infact you can learn much more about their roots S/Cers by going to their main distributor which is Magnuson. <a href="http://www.magnusonproducts.com/" target="_blank">http://www.magnusonproducts.com/</a></p><p></p><p> Even though Marauder never came equipped from the factory with S/Cers, those of us who own S/Ced Marauders that are equipped w/the Eaton roots S/Cer, did NOT go directly to Eaton since that wouldn't have been possible. It just so happens that in the case of the mercury Marauder, there's a company called Trilogy Motorsports who has designed a complete S/Cer kit for the Marauder. So it's Trilogy Motorsports who Eaton has dealt with, not the individuals who are Marauder owners themselves. And Trilogy Motorsports is an international company which employs 90 people including it's own engineers. So Eaton simply isn't a company that deals with the individual consumer like Whipple, Kenne Belle, Vortec, and Procharger does. Furthermore, S/Cers are just one of Eaton's many products, and not all of their products are for automotive applications either. Some of their products are purely for industrial uses.</p></blockquote><p></p>
[QUOTE="BillyGman, post: 1631748, member: 19962"] I think that I would've never found that unless you opened up this friendly debate in the first place about which company designed the Ford GT S/Cer. Therefore this has been a team effort between you and myself. :thumbsup: I know what you mean about Eaton not being high profile about this at all. My guess is that it's simply because Eaton really doesn't deal w/the consumer public directly, but rather w/the car car manufactures. Perhaps they have been trying to sell the auto makers on the Lysholm design, but since Eaton has such a long and successfull track record w/the roots design, then maybe most car manufactures are inclined to stay w/the tried and proven. What I mean is, most of us hi-perf car enthusiasts know all about the superiority, and prowess of the twin-screw designed S/cer, and how much more power it offers since most of us have either witnessed the results at the dragstrip, have known others who have installed one on their car, or have had one ourselves. But the average guy, including the car manufacture executives, might be more concerned w/track records which prove durability specifically on OEM factory applications. But another possible reason why Eaton has been slow w/the Lysholm design might be the fact that the internal rotors of the twin-screw S/Cer are more difficult to manufacture than those of the roots design, and therefore more costly also. And that could be another selling point in favor of the roots S/Cer as far as the car manufactures are concerned(cost $$$). That's just one of the reasons why I had stated in one of my previous posts that the Eaton company is a whole different entity. Because their direct customer is NOT us consumers. It's actually the car manufactures themselves. That's why Eaton doesn't get a whole lot into descriptive detail about their product on their website. Infact you can learn much more about their roots S/Cers by going to their main distributor which is Magnuson. [url]http://www.magnusonproducts.com/[/url] Even though Marauder never came equipped from the factory with S/Cers, those of us who own S/Ced Marauders that are equipped w/the Eaton roots S/Cer, did NOT go directly to Eaton since that wouldn't have been possible. It just so happens that in the case of the mercury Marauder, there's a company called Trilogy Motorsports who has designed a complete S/Cer kit for the Marauder. So it's Trilogy Motorsports who Eaton has dealt with, not the individuals who are Marauder owners themselves. And Trilogy Motorsports is an international company which employs 90 people including it's own engineers. So Eaton simply isn't a company that deals with the individual consumer like Whipple, Kenne Belle, Vortec, and Procharger does. Furthermore, S/Cers are just one of Eaton's many products, and not all of their products are for automotive applications either. Some of their products are purely for industrial uses. [/QUOTE]
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