Doing a mildly setup( 4-5psi)w/ a Eaton blower (M90) and have som quests?? Engine is a 250cid Chevy inline, TH350 gear.
Somebody know if one/two accessories v-belts would hold up the blower? or, just spinning?
Trouble is that some changes needed to get the cooler even more forward for spacing, if a flat aka Eaton belt must be used....and innerparts of the hood then needs more rework,etc... hope not to need, but?

v belts will slip(if you can find 2 belts the same size!)use the flat belt-even the 5 groove would be better than the v's.6 are the most common and will work well.

Thanks! Doing a draw trough setup with a M90, and hoped not to need the work for moving engine/gear backwards.....but, i´ll do it!
Forum discussions about it, didn´t give any answer.

manifold is finished,together with the bypass valve and carb plenum..

Wow looks very interesting! what kind of intake is that? I'll be looking forward to some updates on this one!

Reworked 250 cid intake... because the M90 is coming pretty far forward, the hole top of midsection is changed. Internal flaps directing the airflow,etc..

Thats really cool. Forgive my ignorance but will it pull through the carb or blow through? I see in your second photo you have a spot that looks like it will connect the plenum to the intake.

That type of charger comes on later model Grand Prix does it not?

That looks like a vacuum bypass valve.

Ford Supercoupe?

Got it panic, Super Coupe M90.

Draw trough system, Rear rotor rollers changes to sealed, did know the original setup wasnt ment to draw gas trough, and could fail...even some hadnt got trouble. Lot of trouble getting some to use, but with help of some friends old storage,(Torrington bearing dealer)we found some suited in a drawer with seals. Plans to get grease fittings on theese, when we find a sulotion to making them airtight. Or just make shutted connections to remove for greasing.

Bypass valve come frome a old VW ment to be mechanical actuated. If i do it with that, or use vacuum, not shure yet..
Carb "plenum" have heated "pocket" underneath for exhaust heat (connected to the bended pipes)Not shure if thats needed, but maked it if. I´ve seen some others setup, who got some problem with carb icing.
Gonna be a low pressure system, approx. 4- psi, w/holley 500cfm 2bbl, water/meth injection, Saab turbo double actuated dizzy vacuum cannisters (/retard system).
The HP output want be the most interesting, the "cool" factor is moore... ;-)

Very nice.

Nice set-up!!!

I am doing a similar thing for my Nova. Eaton M90 from a grand prix. I made an intake and base plate for the blower. I had planned on using the factory 4 psi pulley but I have the 10psi pulley as well. I have found all the pulleys to swap to the serpentine belt but will need to add an idler and a tensioner pulley.

I also have a holley 500 2 bbl carb and had thoughts of running the meth injection.

Should be lots of fun!!!

Should be, dodgycanuk!
Waiting for some parts, and still have to sort out, or make new pulley/idler system. Worst thing is the crank pulley..... got double V original, and gonna use servopump for steering, But got a pulley in right size, trouble it dont fit the crank pulley, plan to machine a original accessory V pulley, and weld the middle part into the multirib pulley to use only for the SC. Doing in a mechanical shop setup straight, it wouldnt be any trouble! My tensioner plans from a Sprinter(Mercedes/Dodge van) springloaded w/ right idler pulley, quite easy mount also to the Chevy engine.

Keep up, and make some posting on your progress!

I have these in stock now.

Did look great, Twisted!! But after picking up the tensioner..did find a crankpulley that fit spot on!
Should have checked on you before........ ;-) next time!

Leaded,
What application crank pulley did you use?


Larry's does look nice.

From a MB small truck, needed replacement of the mountholes only... 4 on the MB, 3 on Chevy. ( 6 rib type)
But not quite sure this was for the crank, or waterpump & other accessory.(said to on a crank...) Also took the pulley from the alternator, if i needed it...(Bosch type, similar as on my car from before, and that i changed pulley on some years ago to V-belt...)

Been some time now without new posts....But now the freezing winter is near end, and my build is slowly going forward... Carb (Holley500) all new internal parts,setup with nr.65 jets, 8.0 PV boost referenced. Gasoline pump(SBC performance,with pump arm from original 250cid) also referenced. Water/Meth injection preventing ignition knock setup is soon to be finished.
Fabricated new engine/gear mounts to space it a 1" more rearward to give space for the beltdrive against the radiator fan.
Should soon be time to start mounting the parts on the engine!

At least i hope i didnt forget something....

Then its garagetime!!! Last checking,measure before beginning to tear down the carb/intake!

Lets see some pics of the blower adaptor to intake manifold.

Also, what water/meth injection kit did you get?

MBHD

Well, its not an adaptor there.......the top of the manifold itself are reworked. Directional blades to get even distribution, internal cooling lines for watercooling. The water/meth injecion system is DIY, by Cooling Mist pump & nozzle, adjustable hobbs switch, and a reworked old school Edelbrock boost controller.

...and the picture lies a little... hole stuff coming lower, it was just a checking for space against brake booster, laid on top of the carb....

At least then are the blower/intake mounted where it should be!!
Did mount the blower,etc. on intake before installed the hole unit... well it was tight.... ;-)

Then it all connections, etc....

Ok, so do you have any pis of how the blower is mounted?
I am sure people would like to see how it was done,,, no?

I for one would like to see it.

MBHD

A couple of pics here from the powderpainted intake, and charger bolted on square part of intake, bypass/on the round valvehole....
Support from the side of intake to the engine mount for the weightsupport.. ( internal cooling/baffles are covered up,not shown... )
Intake is bolted as original to the exhaust (splitted)with welded shut top, with airpocket and isolation gasket between.

Leaded,
Nice work!
Thanks for the pics. How do you plan to do the belt? What drive pulley setup?

leaded,

thanks for the pics.

Looks like quite a bit of work there in the intake, good job.
The blower pulley is a 8 rib?

MBHD

Thanks!! intake was a lot of work yes....a lot of checkin to find all angles, and to weld this right, as the crank angle. Sort out dividers, shaping and to weld it right where i wanted everything.
Pulley is a original 3" 8 rib yes. Rest of the pulleys (crank/etc.) are reworked ones from a Mercedes.(some from a Sprinter and from an CLK) they fits quite well, and just needed drilled new bolt holes.

Started the engine today, without engaging charger, just by bypass. Adjusted carb, and retighten all bolts.

Started it today, and runs real great, on bypass. carb is perhaps a little rich at idle, after what my AFR meter says......but got other jets for the carb if needed. Wait to see how it will be with charger fully functional.
Link to pedal is fixed, and yet working on the bypass valve. trying to make it mechanical adjusted, and to switch open by a blowout.

Progress is on!!
The Holley 500 has got #58 mains, and lowered the bowl fuellevel a little, and yet the AFR begins to be right on, and runs great, even at only the bypass.
Mechanical adjusted bypass is ok, with the use of the original "handgas mchanism" at the Chevy dash. Wire got connection to a spring at the bypass, and will flip open at high pressure.
Water/meth injection is soon finished. The old Edelbrock Varajection, together with a pressurecontrolled voltage regulator, starts the pump, and pressure voltage regulator adjust the pump speed by pressure in intake.
Got a electronic friend to do a search, and he came up with a knock device made by a spy hearingaid, who transfers the signals to LED´s.
All pressure/vacuum hoses/pipes have got check valves, or one-way valves.
A little drawback that the starter chrashed under this, and some work to get a geared aftermarket V8 starter aligned. Throwed the bolts who was in package, and reused original 250 ones, and suddenly it did get easier.
Done some adjustment, check/fixed seal leaks,etc. But, is soon to complete it all with the pulleys in place...

Can you please fix your pics?

Sorry for the picture files missing. Here are them:

I know it is a little late for this... but I saw a 250 with the same M90 you have. He had it mounted on the passenger side and the carb on the back, similar to yours. The supercharger was mounted upside down so that the outlet was facing up. He had a flange on it with a 3" tube that went ovet the rocker cover and into the factory intake manifold using a flange! Thing looked AWESOME! Took about 25-30 seconds of cranking to get it to start... long way for the fuel to go! Cool-as, though!

My M90 is from a Buick Regal GS or similar!

Looks really cool Leaded!

I´ve ssen a pic, perhaps the one too.
http://www.killbillet.com/attachment.php?attachmentid=66323&d=1301051042
Nice, but as you said...looong way ,lots of cranking!!

Do you know what is really funny... That is the engine that I saw... I took that same picture! It was at the Unfinished Nationals in Paris, Ontario, CANADA. Last year or the year before maybe!

Well.. i think i´ve found most of every pics/article/tech about Chevy sixes and Eatons that are on the net´...everything stored in my computer for references!!! Always better to have too much, than to little..... ;-)

( and as i remember, its just two pics on Eatons upsides,with pipe to the intake!)

Couldn't agree more with that one!!! That is why I am asking my questions well in advance of when I am building! I am reading a stinkin' huge manual as well!

As the famous Johnny 5 said " Need input!"

I´m in end of the install (i believe..) Crank pulley is on , checked lining, etc. Beginned planning of making fastener/bracket for belt idle/tensioner(s).
And dodgycanuck, it seems as always,no guide is to be found, so skills with steel, weld & grinder is the only way to go. plan out, try find parts to be used, who could fit, and work from there!

1.st run charged today!!Engine runs even, and yet no meth/water is needed for ignition knock! Runs just 3psi for the moment to sort things out.... having trouble leaning out the carb enough at idle/cruise, but great on speed! Mercedes crank, idle/tension pulleys did the work for the belt, with custom brackets. The bypass valve ,manually actuated function ok. Needs a little more adjustment on the setup. How much more HP? But Torque is for sure higher!And in acceleration on passing cars at 55mph, it just got a lot of extra.

Great! 3 psi is not much & I would not think it will knock until you advance the timing or use more boost pressure.

MBHD

I did a mistake calculating out the crank pulley size....another is in progress now..,the reason for the really low psi. I´m using a GM Hei ignition, and with the full recommended setup it delivers some minor knock..Hei´s are known for the higher than normal BTDC/adjustment, but fixed by a adjustment, and connection of retard.
Sparkplugs are dark brown, but even! My flow direction "flaps" seems to be functional on the distribution!
Main "trouble" is the rich mixture at idle with the 500 holley, who i dont seem to get fixed. Its straight ok at cruise, and superb at full power.Lowered the float as much i can without making stumble,seems to changin of the idle restriction channels is needed...somebody done it? Suppose it is to plug them and drill with smaller taper than original.

Just curious if you are using a wide band O2 reader?

You might want to look into a B.T.M. http://www.amazon.com/MSD-Ignition-8762-...t+timing+master

What is nice is that you can plug in a timing control knob also w/an MSD box & if it starts knocking, you can turn the timing down inside the cab.
No need to loosen up the dizzy & re-adjust.

MBHD

Yes, Bosch sensors, and did the tetsing at a local car dealer.
Idle approx. 12.3
Cruise 14.6
Wot 12

I know the Holleys is said to be rich at idle, but so much?

Know about the MSD timing master, perhaps later hoped to get this going without. My retarder system function allright for now. (when ignition got the right adjustment)

I would think you can do some adjustments/mods to your Holley to get the idle A/F mixture a bit leaner, drill out the idle air passages a hair bigger?

Anymore recent floggings?

MBHD

Plans to drilling...seems to be only way to go...... Rest of the setup function great, now another pulley on the eaton are in the mail, and the supposed 5,+ PSI are in reach!
Unfortunately my waterpump break down, and more adjustment must wait for this to come!

Then everything seems to be nearly in order, PSI boost 5,8, still got to rich mix at idle... but.
Heres a little video of engine running!:
Blown 250 inline six

Very cool!

Is that a 6 rib serpentine on a 8 rib pulley?

MBHD

Yeah! No trouble, no skid, no slipping! Ain´t got a lot of space to my radiator, and each inch who could be excluded, than less work of changing/reworking parts! 8 rib pulley is only at the Eaton, the rest, at crank,idler is 6-rib.

I´ve got my new AFR system now, and its down to 10.3 - 10,5 at idle, approx. 14,6 at cruise, and 11.6 - 12. at WOT. Got some ideas from an old carb guy, and gonna check them out to see if its help...

I want to share my experiences over a years use, summer & wintertime, on my Eaton M90 charged 250 Chevy. It runs quite good now with approx. 5,5 PSI boost, let tires go if wanted with a TH350 trans terrifying some V8s on the street.. Which difficulties have i seen during this time? First of all, it was a lot of measuring to get everything into the right place, lining up pulleys,get right ones,etc. Building my intake system wasnt so hard..but more about the carb/vacuum side of charger. Adjustments, move & make connections for the right lines, and find out which go there, and who goes on intake. Quite fast when the winter come freezing, showed up need of preheating the carb, it froze in just 15 sec. 30 sec, and throttleplates was also frozen..... Minor vacuum/boost leaks was in need to fixed, and new ones showed up, and my exhaust still need to be repaired - gasketrings just blows out after a short while,fix is in preparation.. Mpg, this is quite similar as before, when driving with a Rochester 2g (now prepared Holley 2bbl 500cfm) when not keeping the throttle to floor most of the time. Torque by experience have raised quite much, hill climbing show it!
Mostly the build was just for fun & show, but this i dont regret, i got a lot more on it!
I tried to find the information to get before building,by books and the web, also got a lot experienced in this forum (THANKS!!! ) and without it,for sure, the engine had been wrecked now... Over here, i didnt find anyone who could give advices, only that i "shouldnt do it on the inline 6, it wouldnt hold up"! Well, it does! And run like a champ too!

Now the hole car is ready to be "cleaned" up, and a lot is going to be teared apart for detailing.....then perhaps the engine get more updates???? The forged pistons,etc. is interesting...

some shoots....
Eaton powered 1
Eaton powered2

Thanks for the update. It sounds like a fun car. Do you have pictures? We like pictures.

Here you get some..... :

That is pretty wild. I bet it gets a lot of attention and is fun to drive.

Well...it draw "some" attention yes........ Quite fun to drive, especially with the blower, many wonders what this is, V8? and quite good to drive to. Pinion & rack steering, kingbolts with needle bearings, and adjusted front end geometry, do it nearly like a new car to drive.

This is the first picture I've seen of a blower on the passenger side. Does anyone have any other pics that show how he mounted the supercharger? I ask because I was considering the same idea, but had never seen a picture of it until this one. Thanks

Just do a googlesearch for supercharged chevy inline six, some comes up!
Supercharger is mounted on the intakemanifold, or could be mounted anywhere else with a pipeconnection to the intake, but with a carb, longer distance from carb to intake gets more cranking to start.....

Hey can someone confirm these pistons would fit my engine?
TRW FORGED PISTONS PART NUMBER L2396F
STANDARD BORE
250 CHEVY ENGINES 75 THRU 84
INTEGRAL INTAKE AND HEAD (here´s the question, wouldn´t these fit the engine without integral head? Bore is similar,etc.....)

1.655 COMPRESSION DISTANCE
.073 DISH, CHAMFER
5/64 5/64 3/16 RING LANDS

Yep, those will work.
http://www.ebay.com/itm/CHEVY-250-FORGED...1428cff&vxp=mtr
I used them & ran a lot of nitrous with those & detonation & they survived.

They are not the best design, but will do for a low dollar forged piston.

MBHD

Great A.K.A.Hank, thanks!!