Bill Ball

Mark O:

As good an attempt at a summary as I have seen. It's real hard to get this down to a few paragraphs. Just to add that the roots type Eaton I have is not always boosting. With a vacuum driven bypass valve, there is no affect on gas mileage, no huge parasitic drag, no noise and no change at all in the way the car drives and crusies until I put the hammer down. So far I have about 17K on the SC and I haven't touched it. I think I should do something soon, but the belt looks fine and there doesn't appear to be anything to do. How often should an Eaton type be rebuilt? I'll be pulling it off in October for smog check purposes.

Abby Normal

The reason drag racers pick SC is because of all of the rules restricting the turbo cars. The turbo cars would clearly dominate the class (I'm talking NMRA) if there were not so many rules being used to give the blower a advantage (or to keep it close)

Consider this:

Why does the NMRA allow SUPERCHARGER Combinations to run a 25% Bigger Engine and a 50% Bigger Super Charger than the Turbo Cars?

Answer:

The rules are influenced by advertising dollars, not by fair competition.

CONSIDER These FACTS, the supercharger cars can run a 480 cid engine which is 33% bigger than a 360cid turbo engine limitation, the superchargers cars can run a F3 series head unit which has a 140mm compressor wheel, the turbo cars can only run a 91.5mm compressor wheel, the super charger has a 55% bigger compressor wheel than the turbo! ( Based on 2004 NMRA Official Rules )
Supercharger combinations can change a pulley and control boost, turbo cars are not allowed a boost controller, this is fair? NOT!
But for turbo combinations, consider the good news, they get to weight a whole 50 lbs lighter than the supercharged cars!
Superchargers, You can buy the rules, but you can not buy a championship, and that is why Spetter, Millen, Murillo and Urist have won every NMRA Super Street Outlaw Championship since the start of the NMRA using a turbo combination!

If the rules were not so skewed towards the SC, the class would be primarily turbo'd cars.

Jim bailey - 928 International

Oceanvue since you will no doubt be pulling it off and going back to stock every two years for California Smog tests the front mounted blower is probably least intrusive.

atb

Real men build strokers....
They may never finish them, but d*mnit, they BUILD them!.

BC

LMAO.

pmotts

Any of the options will put a big smile on your face. Jim's point is a very good one. I would have to think Murph's is a much easier system to return to stock than any of the others.

928SS

this has been too civil.... compare average HP/TQ of a stroker vs FI cars and you'll choose the stroker cause it's maintenance free, puts out as much or more HP and way more TQ, passes smog, is lighter, and isn't penalized as much for PCA classification (ie 10pts for a 6.5L vs 15 for any FI).

but once you compare the costs and time to implement, you'll choose FI, of course.

MarkRobinson

I can completely remove my turbo kit & put a stock exhaust back on my car in less than an hour FWIW.

I've had/driven 3 total 928SCs, & one 928 turbo. I don't have plans to go back to an SC after driving a turbo: Way too flexible, stealth, rare, etc.

Email me & I'll shoot my #, we can talk after hours & I'll explain my findings.

Mark

Bill Ball

Yes, a Murph removal for smog should be easier, but neither are fun to remove for smog. I just finished helping George S remove and reinstall his Murph for smog. You pull the injectors and MAF and fuel lines in either case. The bitch we found with the Murph was getting to a few things on the lower intake boot under the manifold while it was still installed. Reseating the ISV fitting into the lower boot was a PITA even with my small hands. A removed and plugged breather line inadvertently got wedged between the throttle linkage and the manifold. None of that is disturbed in the TS removal of the stock manifold. We also had trouble getting to the lower bolt on the SC while leaving the bracket in-place. With the TS, the SC removal with the whole manifold intact is just a few manifold bolts, throttle wire and plugs for the TPS and ISV. The jobs are pretty comparable.

pmotts

Hitting the hooch early?

Tim Murphy

Good write up Bill.
The way I am shipping kits today utilizes the stock injectors and regulator so that should cut the job in half I think. That bottom bolt is a bitch to get at. I have re-designed the bracket since Georges and I think that bolt is a little easier to get at now. Kevin Michael just installed a stage one kit and had a problem with a used blower he bought. He had that blower on and off the car a few times so he would be a good one to indicate the difficulty. He didn't mention anything to me. Once I get the Shark Tuner setup on a car with the 30 lb injectors you should be able to leave those in there during smog testing. It will also use (I think) the stock regulator (or an adjustable one) which is in the stock location so you won't have the mess with the Super FMU being in the way of the stock air box. Jim R in NY passed with his entire system in place which is the same setup as George. Apparently they don't do a visual inspection.

hacker-pschorr

FWIW when my oil pump locked up last week, my engine was torn down (including removing the SC, bracket & pulley) oil pump was out in less than 1 1/2 hours. Took at least 20 minutes alone to remove the oil pump pulley.

Bill Ball

Bill Ball

Tim:

Actually, with the right tool, that bolt was not such a problem. It's inaccessible to common box or open ends (no room for lateral movement), but a Gearwrench 14mm made quick work of it. I just didn't bring a 14mm Gearwrench for the removal but we had it for the reinstall. Also, I don't recall a big issue with getting the breather stuff fixed on that lower boot when we did the original install. It was a bear to get the ISV fitting into the boot this time. Maybe we're just getting too old for this.

George has one of your early kits, and it still works like a dream. I talked to George yesterday and he reported he hit 185 MPH during the Bonneville 100 open road race. He's got power to spare but is just about out of gearing until we get his 2.20 tranny swapped in.

Kevin Michael

Hi Bill, I had my blower off at least 3X as Tim said. I can do it in 15 mins. no joke. That bottom bolt isn't that bad. You have to feel the wrench to it and the rest is with your fingers. Easy in my opinion, and I have big hands. The trick is to loosen the tensioner till you can back the rod out of the bracket, then it's a snap. I feel I could totally remove the system and go back to stock in 4hrs. Max. But why would I do that?