v944god

Well the m90 seems like the cheapest and easiest application.

Finding a spot to hold the sc, than running the pulley, and the hoses. Seems pretty simple. If I had an N/A I'd try it out. No oil lines.

will951

My bro has an extra charger from his old T-Bird. Let me know if you're interested....I'll contact him and see how much he wants for it

Bhj0887

Now you all got me dreaming again. Something that seems so simple really isn't. Cause if it was simple, reliable and cheap I'm sure plenty of us would have done it. I'm not trying to say it won't work but it's not going to be as easy as anticipated.

I have experience installing turbos in cars but never SC's, I'm always up for new things so when my income tax finally comes back, I'm going to try this if I could learn all the ins and outs of this before I even buy anything.

One thing that concerns me is that SC's are usually attached to a manifold, right? If this is true than its going to be a PITA to get a custom one and $$.

If someone wants to explain how this could be done on our cars it would help me decide whether or not its worth the money and time. Also, how do you calculate the pulley size and where would the belt connect to the engine.

jp944

A three inch pulley on a supercoupe SC will make about 7-8 PSI of boost. You'll have to have a pulley fabricated, since the Supercoupe uses a wider belt.

Bhj0887

Ok, now about where the other end of the belt connects, should it be connected to the crank pulley or have one made to connect to the PS pulley. Again, what size pulley should be used.

Robert W. Bausum Jr.

Start with Maximum Boost by Corky Bell.

Perry 951

After you read Maximum Boost and decide what SC unit you are going to use, check the manufacturers specs for the maximum RPM of the unit. You'll need to stay below that for a number of reasons. (I don't recall if Corky wrote about this)

1. Heat from compression
2. Apex seal wear from high speeds
3. Improper oiling from over-rotation

Example - The non intercooled Lysholm I use on my PT has a max rotation of 12,800rpm. With a 38mm drive with the factory pullies, I get a 2.2:1 ratio and bypass limited 7psi. I'm slightly overdriven at my 6400rpm redline, but not by much. Typical intake temps hover around 250 degrees when I'm below 5500. It will spike to about 280 at full tilt, and my EGT limit will hit if I stay in it more than about 10 seconds. (EGT limit is set at 1450 degrees)

L8 APEKS

Someone asked about S/C's having to be attached to/built in to the intake manifold.

No, they don't! Some are designed this way, most are more universal and just use boost pipes (same as a turbocharger) to run the intake air into, and the boosted air out of the S/C and into the TB or manifold (dep on whether the TB is mounted before or after the S/C itself).

Perry...just curious, where did you purchase your lysholm?

Perry 951

We got one of the first Whipple kits for the PT and went from the 1.2L compressor to the 1200AX for testing. Great kit, even with the 1.2L. The only downside is that you cannot re-program the Whipple Piggyback yourself.

Bhj0887

I think I just might do this, what about the fuel issue. Will the turbo injectors be sufficient on a SC'ed N/A? And what about the computer, won't it see the boost? I heard about using an SAFC for a little tuning but I don't know if that will fix the DME reading boost. That is one of my main concerns. The next is the positioning and aligning the pulleys up, and of course getting the pulleys fabricated.

I know you all would want to see this happen so your ideas, suggestions, and knowledge may be very helpful.

jp944

3 inch pulley is a good start. The computer will not pick up the boost, so it would be a good idea to add some kind of piggyback controller. You'll also want to add a bosch diverter valve to help with idle and low rpm issues. My SC is mounted just above the alternator, and uses a stud and BMW roller in one of the alternator mount points to keep the belt wrapped.

944J

Eaton M90 specs:

http://www.automotive.eaton.com/prod...trols/M90.html

Some more info:
http://www.allenengine.com/tbird1.html

These guys modify the m90 for more power/performance:
http://www.magnumpowers.com/tbrd_cart.html
(they get 440hp on the TB)

And there was someone on this board who had the rimmer supercharger with the aquamist system in it so you could turn up the boost...

I would like to:

1) supercharge
2) larger injectors
3) aqua mist
4) maybe some kind of custom chip or computer

Still the thing is that you can get so much more from a 951...

How much boost could the m90 SC make if you did this on a 951 engine?

L8 APEKS

The M90 can make 20 psi, if you want intake temps comparable to the surface of the sun.

That's one of it's drawbacks...past 12 lbs or so, efficiency falls and heat climbs considerably. However, I know a stock Heaton (tee hee) can push at least 15-16 lbs, maybe as high as 20 but it depends on your induction setup (headwork or a big IC will decrease the boost level, but increase the airflow).

I was running a 20 psi pulley on a lysholm, but because of my engine mods, it was seeing about 16.5psi actual into the manifold. On a stock engine, the guage would have read 20 psi. But due to the TB, headwork, cam and exhaust, there was less restriction and the large FMIC caused some pressure drop.

quadraconic

Hey guys,
I just have some basic questions about forced induction that this thread gor me wondering. How many cfm does a n/a engine require? Or I guess what I'm after is how many cfm a supercharger must push in order to feed a 2.5 liter motor. Also I really just don't get the connection between psi and cfm. Does the diameter of the piping affect this? Any answers would be great.
Thanks!

944J

http://www.magnacharger.com

so I'm still looking into this!

how much CFM/psi/gas/etc. is needed for 300RWHP in a 951 engine?