FastRonald
Well-known member
Has anyone used an Eaton M - 90 from a 3.8 T - Bird Super Coupe on a six?
Supercharging
- Thread starter FastRonald
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thought about it...If I came across one (free) would give it a more in depth look. I think a turbo is a lot less fabrication than the eaton blower, was wondering also about direction of rotation on eaton blower. If its reversed would either have to mount forward of engine or use a jack shaft. Then there are alignment of belts and correct amount of wrap. physical space under hood would be more than a turbo. Not to say all this couldn't be worked out, I just opted to go turbo route.
unless it is free a turbo will prob cost about the same (they both pretty much need the same mods aside from the power adder) but a turbo is far less work and more flexible. with a SC you have to make sure you brackets all line up so you don't toss belts all the time. for me welding up a simple manifold and bolting a turbo on is much easier.
A
Anonymous
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62fairlane170":88huhcfp said:
That is a big problem. and all brackets and pulleys have to be custom machined.
I have les than a $1000 in my entire car! v v v
FastRonald
Well-known member
We have both a turbo from a 2.3 and supercharger from a 3.8........turbo is easier I agree.
But..................there's just something about seeing a blower under the hood and hearing it whine as you speed up.
Just love it!
But..................there's just something about seeing a blower under the hood and hearing it whine as you speed up.
Just love it!
FAR OUT":2b3poqfm said:
Both the 3.8 and 4.9 rotate CW when viewed from the front (they're NOT Hondas) so the direction of rotation should not present an issue. As for fore and aft alignment, Eaton makes several different snout lengths. If the stock 3.8 is the wrong length one of the others may suffice.
I assume you're looking at putting this on an EFI (dry flow) engine? A carbed engine would require different seals for wet flow. Basically "all" you need to do to mount the S/C is lose the upper intake manifold, fabriacte a plenum which bolts to the top of the lower manifold and allows the S/C to be bolted to it. Then you need to fabricate supports to hold the weight and dynamic load of the S/C and keep it from tearing the intake off. that amounts to some sort of bracket that goes from the lower part of the block (oil pan rail?) to the S/C mounting plenum and another bracket that goes from the front of the block (timing cover?) to the snout od\f the S/c drive. That's a LOT of fabrication and machining. Nothing that hasn't been done before but it takes more equipment than the average, or most advanced, hobbyists have access to.
FastRonald
Well-known member
I'm an Industrial Maintenance Mechanic, welding, fabrication, etc. are a daily thing for me. We have a plan already, but just checking if others have taken this path.
A
Anonymous
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FastRonald":12e7lp24 said:
I don't know, a lot of crowds gather around my turbo car in the pits................and the WHOOOOOSH sounds cooler than the "whine".
Funky Cricket
Well-known member
that be some work for sure, but if you go it. post a build up report, would be interesting to see what kind of power that makes.. would be great low end torque to compliment the grunt of these engines already. high end hp would be a bit sacrificed, as the eaton does lose efficiency at higher RPM ranges, but man that would move off the line.
why do you have to have the sc after the carb just because that is what the old folks say. go to this site and look at where the blower is
http://www.rodshop.com.au/superchargerholdv6.htm
you can see a positive displacement blower before the throttle body. i may try this as i think air is air what could it realy matter about what makes the air?
Aaron
http://www.rodshop.com.au/superchargerholdv6.htm
you can see a positive displacement blower before the throttle body. i may try this as i think air is air what could it realy matter about what makes the air?
Aaron
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