I imagine it would start to have problems making more than 9 psi or so just because the pulley would be so small that the belt would slip. You could put it on a lower compression engine and turn up the boost, but it won't make any difference. The real number is effective compression ratio. Hi boost + low compression = low boost + high compression. Your combustion chamber pressure will be the same.

There is a bracket that cradles the bottom of the SC that bolts into the engine behind the alternator.

 

What were you using for engine management, I didn't know that a guru chip would do it for you, this is all very interesting, although i cannot afford this currentley, one day this is part of my plan possibly. could you take alot more detailed pics of the different components if it is not too much trouble, i know that I am the rest of the people on the board would really really appreciate it!!

 

You could easily make one yourself. it would probably end up costing about the same as this setup, after sourcing all the materials and putting even a bit of labor into it.

CBV = 30$
Blower used = $200
Intercooler = $200
Chip / FPR / Injectors ( I decided to include) =$400
Throttle body = $25
Used manifold = $25

So you're at about $900 before sourcing the aluminum for the intake runners, hardpipes, throttle body bracket, supercharger bracket, intake bend, plumbing, etc.

If someone wants to build their own, I'll gladly take some pictures and post them. I've discounted this cheaper than DIY to move it. If anyone is genuinely interested, make an offer.

 

Danno did the chip one-off for me.

Oh, and I forgot to mention you'll need about $100 for a custom pulley.

 

You are just encouraging me to buy a cheap NA and do this to it. Darn peer pressure.
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Okay, thats awesome about the chip, I'm sure someone will jump on this soon, i wish that i could, I understand, yes you are much better off just buying all of this, then trying to recreate it yourself.
BUMP for a great deal for someone's NA!

 

Also consider the engine strengthening required - replacement of the head gasket would be very wise, as would all the belts, rollers, water pump, seals, piston rings, rod bearings, etc. If there's anything mechanically wrong with the engine at all, fix it first.

This is the point I'm at with the Callaway car - I've now got all the little mechanical issues resolved and almost have all the parts I'll need to do the conversion correctly. Don't think for one minute you can just "bolt on" a turbo or supercharger with impunity - you'll end up having fun for a few days at most before you blow something. You have to build up the engine to handle it first. Forced induction is very rewarding, but it's also expensive. You can pay a little now and do it right or pay a LOT tomorrow when you start breaking stuff.

 

Matt, if you buy a cheap car and want to 'bolt on a supercharger with impunity' ( ) I'll make you a smokin deal. Just don't tell the missus it was me.

 

How am i supposed to focus on school after looking at that? I wish i had the money.

 

JP, I sent you an email. I have cash in hand and would like to make you an offer but could you please answer some of the questions I sent you? Also for anyone on this board please help me out.

I have a 90 S2 cabrio. I just had the water pump and timing belt done last year and its running great, I have always wanted a super charger but could never spring for the ones offered becuase of fear of reliability. What do you gurus think of this? Will it bolt onto my S2 3.0?

What would I have to do to get this on and running? My car is stock but has a 944 Turbo S transmission installed by Speedforce Racing in Norwalk CT.

Thanks for helping me out.

edit:Oh yeah, were are you located? I'm in CT and would gladly drive to where you are as long as you are in the Tri-State area. I'm a serious buyer.

Please gurus of the board help me out here.........pretty please with sugar.

edit#2:Not Speedforce racing LOL, Last minute racing in CT.

 

He is in Dallas, not sure if this would work on a 3.0
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Well, actually it is running. Just VERY VERY rough. The no start culprit ended up being the cap and rotor. Now I think my timing is off, cause my belt is hella loose and it may have slipped/stretched with all the cranking. I will update my thread, see ya over there!

 

I have the money and I would love to, but my engine breaks enough as it is. God damn I want that kit though.

 

so why cant you just boost it to 270rwhp like the turbo engines?

 

Because the 951's have low compression pistons from the start. If you swap in 951 pistons, then you can boost more.

The compression and the amount you can boost aren't directly proportionate. Otherwise, the 951's would have 944 n/a compression and run very low boost. Low compression and high boost is more effective. Too bad I'm not knowledgeable enough to tell you why.