Found this on another forum, looks pretty interesting...


http://www.eaton.com/ecm/groups/public/ ... 126004.jpg

I just wanted to kind of spread the word that the new Eatons are looking like they can be made to fit our 3800's!

Should be badass, they said the HTV1900 is capable of 700HP easily and flows nearly DOUBLE that of a Gen5 M90.


I know there was a thread like this on the other US GP forum and basicly Zoomer was in talks with the guys at Harrop Performance to make an actual case to fit our intakes.

That fell through, but I contacted the guys at the company and they said they CAN and WILL make an adapter plate for us. As of now, no one sells this... , but basicly all we need to do is tell them to make it.

They already have computer generated pics of TB and intake adapteres, as well as plans to make a working PCV etc. (no EGR or coolant through it though) They started it for the Holdens and I guess never finished it.

I dont know if Im allowed to say specific pricing, but its just into the 2k range for the 1900 unit and adapters plus shipping, discounts if there are 5 buying at one time.

I dont want to give anything more specific than that becuas they arent vendors here. (Mods, if you want, give me the info they need and maybe I can get them to be)


Thats about it.

Just wanted to spread the word on a new SC for us!

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2009.5 SBM G8 GT
November 2011 Car of the Month

dam, something stronger than the whipple!

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Why have more money than brains? Cuz RACE CAR :

not a bad price range either. hmmmm

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ALL GO, LITTLE SHOW

• 2004 Comp G - Modded Like A Mofo And Hibernating

• 1988 VW Jetta - Slammed Slow And Reliable

• 1994 Cadillac Eldorado ETC - Sold

^I'd stick with whats in your signature picture.


~F~

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isn't the gtp an eaton anyways, you'd just need an adapter plate

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Here are some updates on the individual installing this.

http://i640.photobucket.com/albums/uu12 ... G_0774.jpg

http://i640.photobucket.com/albums/uu12 ... G_0773.jpg

As you can see, the alternator was too large for this application and a much smaller one is in place (pretty tight fit still). This may be a good alternative to those who are still wanting to do something a little bit different. This will definitely give a turbo an awesome run for it's money...

Here are some pics of the S/C and LIM

http://i640.photobucket.com/albums/uu12 ... G_0518.jpg
http://i640.photobucket.com/albums/uu12 ... G_0520.jpg
http://i640.photobucket.com/albums/uu12 ... G_0526.jpg
http://i640.photobucket.com/albums/uu12 ... G_0519.jpg
http://i640.photobucket.com/albums/uu12 ... G_0521.jpg

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2009.5 SBM G8 GT
November 2011 Car of the Month

New supercharger would run you around $2K

The adapter plate, and TB adapter I would guess they would charge around $500.00 roughly. Probably more because of what it is.

The adapter plate is obviously CNC machined billet, the adapter plate for the TB is a sand casting.

~F~

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That thing is sick. I wonder if anyone will end up putting it on a GP.

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Pontiac Garage:
01 Pontiac Grand Prix GT/ 96 Pontiac Grand Prix SE/ 90 ASC-Mclaren Pontiac Turbo Grand Prix

No, its not.

There was talk about this on clubgp, but prices estimated were crazy, but its a way cheaper to just go turbo now days.

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98 GTP-Mods? Yeah, lots of them
01 Regal GS-DD, but looks good.

True, and it isn't stronger than the whipple because this is still a blower and not a true S/C.

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2009.5 SBM G8 GT
November 2011 Car of the Month

x2

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Here is a short whine video of this new S/C on an LS motor.

Good read here:

http://www.chevyhiperformance.com/techa ... index.html

Simply there is a difference between a blower, and a supercharger. These days, anyone will call a supercharger a blower, and we know what they mean, and that's fine.

In a short...

on the left...a blower, and on the right...a supercharger...




what distinguishes the two is what its purpose or application is intended for.



~F~

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ahh i just spent about an hour reading the forced induction section of ls1gto.. i'd take a tvs s/c kit.. even a small one.


you can never have too much boost.

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Everything needs more Corsa. No exceptions.

Follow my journey of flight at
http://alwaysastudentpilot.blogspot.com/

there is now a twin charged duramax diesel i forgot the boost number but it's over 50 i think

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While it's true they may be designed for different purposes,but they're both *positive displacement* air pumps.
The one on the left is the grand daddy to the one on the right in the pic'.
It's also true that turbos do the majority of their "compressing" in the turbo housing whereas a roots blower does it in the manifold.
The problem still arises that when you compress air,it's temperature goes up.
There's no escaping that fact,no matter how you compress it.
That's where a good intercooler....sometimes called an "aftercooler" or "charge air cooler" comes in.
This is where I would ask:

Why not modify the stock super charger for more efficiency at higher flow levels?

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2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!

^thank you, someone knows the laws of physics.

Exciting the air molecules...bad. But what can you do.

Cool it the best you can, or work around the heat in the first place. Your going to heat it up no mater what, but sometimes you can avoid creating a whole lot of unnecessary heat to begin with.

You got it, roots type supercharger build boost in the lower intake manifold, where as a Whipple for example, will actually build boost in the supercharger.

Roots sound cool. Whipples sound awesome.

I made the best of both worlds, and made me a bad ass sounding GenV roots.

~F~

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my grandpa's stock f-250 powerstroke makes 40PSI and it is a twin turbo. has a smaller terbo spool the bigger one so it has boost praticly off idle

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92 LeBaron Convert: Turbo 3L 97 Grand Prix GT 4dr "Frankenstein": L67 4t65 swap
97 Grand Marquis: Summer DD 99 Grand Prix GTP: Top Swap Beater

^^All of the before mentioned is Heat Transfer and Fluid Flow 101. This is why I don't call the roots type S/C a true S/C because the air pressue is created outside of the casing itself. It blows air into the LIM and creates the air charge before it enters the piston chamber.

The Whipple twin-screw supercharger is actually a compressor, which means it compresses air internally as well as compressing it in the manifold. Because the screw compressor compress’s the air inside the case, air enters into the pressurized environment with very little leakage or energy loss. A roots-type supercharger sweeps atmospheric air into the manifold and is compressed in the manifold only. With manifold pressure, air leaks back through the rotors causing air to be heated. Roots-type uses Teflon to try and seal the rotors to cure this, but touching tolerances cause more frictional heat and greater parasitic losses. This problem is multiplied when boost levels rise or sustained in-boost periods. Automotive and Marine roots-type superchargers have more tolerances between the rotors and case so they live longer, but this causes more leakage back through the rotors. A screw compressor has very tight tolerances between the rotors. The rotors never touch, eliminating big parasitic and frictional losses as well as keeping the same performance year after year.

The two types of superchargers have different performance characteristics that have led to several debates on which supercharger is preferable. Proponents of roots blowers argue that more boost is available at lower RPM to provide off the line acceleration. Centrifugal supercharger enthusiasts argue that roots blowers are limited at higher RPMs and can increase air temperature and decrease horsepower. Whipple Superchargers offer significant horsepower at low RPMs with superior mid and high RPM performance. In situations where you demand performance from your vehicle, you are spending most of the time in the mid to high RPM ranges.

Here is a link on the differences
http://en.wikipedia.org/wiki/Supercharger

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2009.5 SBM G8 GT
November 2011 Car of the Month

What did you do to make it sound so good?
As to exciting the air molecules,every air compressor or pump suffers from different flow losses and turbulence while they dod their jobs.
There's turbulence at the inlet,slippage or pumping losses between between the rotors/compressor wheels and their respective housings and losses at the outlets of each.
Sometimes the coupling at the outlet of the compressor/pump counts for more than the compressor/pump itself.
The thing is that every compressor/pump has an efficiency area where it moves air well and an area where it just won't perform well [as you seem to know].
There comes a point where a super charger reaches an area called "choke flow limitation".
That's the point where the unit just can't efficiently "pull" any more air without creating lots of heat.
High boost with lots of heat is less beneficial than lower boost with much less heat.
There are ways to expand the range of operation in a compressor by modifying the internals,but you better know what you're doing otherwise it can backfire on you.
We can explore those ideas,if you guys like.




Sequential turbocharging can be lots of fun,if it's done right.
The Supras were the first production car I remember using that idea.

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2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!

^^^ no twin turbo diesels have been around a long while now.

i'm talking a s/c and turbo

it has no lag in boost and the s/c gets the turbo to spool faster

and his is a PnP Gen V iirc

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Turbo/super diesels have been around for quite a while as well.
I think it's the Allisons that use this quite a bit for Euclids.
Twin 72 turbos feeding twin 12/71 GMC blowers.
It's quite a site.
Apparently the turbos are used for bottom end boost and the supers are for adding to the top end.
That's just the opposite of what you might expect.

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2005 GT owner [Non S/C] with a "big DIC".
Two years later and I still love the car.
Thanks Pontiac...Bleen is keen!

Yup, and as diesels advance in technology, it only gets bigger, and cooler.

Example:


Two turbos, two blowers, 1,002 horse power, with 2,000 ft. lbs of torque @ 1,400 RPM. The transmission alone weights 3 tons, and with its 3 to 1 torque converter the final torque is 6,000 ft. lbs.

You should of seen the V24 they had in there, it was two V12's piggy backed together. That thing was massive.

~F~

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See those on a lot of navy ships

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2009.5 SBM G8 GT
November 2011 Car of the Month