m20 supercharger kit on its way :18901motorsports

[Sykohtic]

Out of curiosity, could you provide possibly a explicit list of components that either have to move or be deleted, possibly according to early vs late model? You've said p/s and a/c, and made mention to whodwho about the late model coolant tank, and I believe you said something about the alternator... but what about things like do I need to be running an electric cooling fan vs a mechanical/clutch based system? Just little things like that.

I understand this can alter slightly depending on the routing of the charge piping, but I'd like to know approximately what I'm looking at.

[Syncro325is]

Glad you guys are finally getting this on the market. I've been in Adam's car and I'm pretty impressed. The sound and feel of power right off idle is really addictive. A properly setup turbo car is a lot of fun but IMO, this is a ton of fun without too much hassle.



Do you think you'll be offering a kit including injectors etc @ some point? I'm currently running my M20 w/ a Schrick 284/272 cam, 17# injectors and stock (I'm planning to switch to MS in the near future) ecu. Any thoughts how the s/c setup would play with my current mods?

Hey rob! Glad you liked it? Decide on turbo or supercharger yet? I haven't decided what it will come with exactly yet. A lot of it can be found cheaper by people on their own via junkyards or buying used and such and I want to be able to keep that as an option because I know not all of us have lumps of cash to blow. A pair of mustang 19# injectors should be just fine for a few pounds. My car currently has 32# injectors. As for the cam I think it would be good, I put in a brand new stock cam when I rebuilt my head a few years ago and I like it with the boost. Don't quote me on this but I don't know if the cam will make much of a difference since the cylinders will have pressurized air pushed into them. The idea of a cam is typically to keep the intake valve open longer to accept more air, and in the boost situation it will fill that cylinder with pressure as soon as it is opened. If anyone knows better it would be great to have their input!

[Syncro325is]

Out of curiosity, could you provide possibly a explicit list of components that either have to move or be deleted, possibly according to early vs late model? You've said p/s and a/c, and made mention to whodwho about the late model coolant tank, and I believe you said something about the alternator... but what about things like do I need to be running an electric cooling fan vs a mechanical/clutch based system? Just little things like that.



I understand this can alter slightly depending on the routing of the charge piping, but I'd like to know approximately what I'm looking at.

Sure, as of now, the dipstick tube needs to be slightly bent, the powersteering is removed and the bracket is adapted so that the alternator can be lowered into the ps area, this makes room for the charger to sit up against the engine block. The ds motor mount will be replaced with one I am providing. If you decide to intercool with a front mount you will have to do a little creative sheet metal cutting but that's the same in many turbo applications. You will need to reroute the crankcase vent from the valve cover, and make sure that the brake booster hoses don't pop out under boost(silicone or zip ties). That's the most of it!

[Sykohtic]

Sure, as of now, the dipstick tube needs to be slightly bent, the powersteering is removed and the bracket is adapted so that the alternator can be lowered into the ps area, this makes room for the charger to sit up against the engine block. The ds motor mount will be replaced with one I am providing. If you decide to intercool with a front mount you will have to do a little creative sheet metal cutting but that's the same in many turbo applications. You will need to reroute the crankcase vent from the valve cover, and make sure that the brake booster hoses don't pop out under boost(silicone or zip ties). That's the most of it!

Alright thanks! I'm excited to see this come into being.

[akorcovelos]

Man, if you offered a bracket for an M90 I would be all over this.

[Overlord475]

Man, if you offered a bracket for an M90 I would be all over this.

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The m90 is too long. The snout sticks out much further then the m60 and m62.

[MaxBell]

From the instagram photo, it looks like you have the S/C before the throttle body. In that case, you must have a bypass valve to vent the charged air when the throttle plate is closed?

If you have a bypass valve, how is the noise? I'd think it would be wildly loud.

Also, since you'd be then venting a TON of your boost, how's the gas mileage with this kit vs stock? Is the power gain enough to warrant the increase?

[akorcovelos]

--->>>>

Maybe you should look up Denny's build, it's been done.

[Ether-D]

An m90 will fit, it just takes a bit more fabrication.

[MaxBell]

From the instagram photo, it looks like you have the S/C before the throttle body. In that case, you must have a bypass valve to vent the charged air when the throttle plate is closed?

If you have a bypass valve, how is the noise? I'd think it would be wildly loud.

Also, since you'd be then venting a TON of your boost, how's the gas mileage with this kit vs stock? Is the power gain enough to warrant the increase?

Yes? No? ;D

[bradnic]

From the instagram photo, it looks like you have the S/C before the throttle body.

do you have any examples of an SC installed after a TB? agree a bypass valve is essential.

[Overlord475]

Is this dying?

[Ether-D]

I think they jumped the gun a bit. It needs more refining, in my opinion.

[MaxBell]

Yeh, the TB should be before the charger. It's a positive displacement blower (the Eaton M90), the centrifugal blower is the only one that can have a pre-TB blower.

In forced induction systems the throttle body is after the boost source, usually, to prevent "hiccups", a spooled turbo or supercharger cavitating because of starving for air due to a closed throttle before the boost device. If the throttle body is after the boost device and the throttle is closed on a spooled device the blowoff valve can release excess pressure without damage. The throttle after the boost also lessens delay as there is less time between opening the throttle and air entering the engine. If the throttle is before the boost the air has to go through all the plumbing of the induction system before it gets to the engine. The response is terribly slow. On roots type applications this is not an issue because of the lack of plumbing, throttle (or carb), blower, intake manifold. There is no plumbing to a remote intrcooler or from the remote boost device. Roots blowers are subject to "hiccup" and that is why NHRA and other sanctioning bodies require straps securing the blower. Back in the day it was not unusual to see a 14-41 roots flying though the air after a top fueler accidently chopper the throttle and the cavitation, reversion and shockwave blew the blower off the engine. On fuel injected applications the TPS tells the IAC to open and prevent the "hiccup" and save the motor. This is one reason that blown injected cars seem to take a long time to lose RPM from a throttle blip. The IAC is allowing extra air in to prevent the blower from starving and cavitating.
It works either way, before or after, but is easier and nets faster response if after. There is some more programming and slower response time if the throttle is placed before the boost.

[RickSloan]

Snow and Garage space and not being able to get on a dyno has slowed us down a bit. This is not dying or going away. We are waiting to do a bit more tuning and dyno.

As for the position of the TB. Adam can speak more to this but the way it is setup in our system is effective and works. This is an M62 Blower not an M90.

Just wait boys this one is almost ready.