|
|
|
|
Joined: Feb 2009
Posts: 127
Contributor
|
OP
Contributor
Joined: Feb 2009
Posts: 127 |
Just spitballin' here-has anyone out there successfully used the factory GM blower from the older supercharged Buick Park Ave Ultra/fullsize fwd cars? The engine is a 1993 3.8 that it currently is attached to. Application would be a street driven 60 Pontiac with a 250/auto driveline.
|
|
|
|
|
Joined: Apr 2006
Posts: 831
Major Contributor
|
|
Major Contributor
Joined: Apr 2006
Posts: 831 |
Like this??, 
'45 Ford PU
66 Valiant wagon, leaning tower of power.
79 Chevy C10 w/250
02 PT Cruiser Convertable
|
|
|
|
|
Joined: Feb 2009
Posts: 127
Contributor
|
|
OP
Contributor
Joined: Feb 2009
Posts: 127 |
Dunno, what kind of blower is it? If I remember the post on this, wasn't that guy's an Eaton blower? Or something like that? Just reread Leo's bit on supercharging-he felt that the ones used on fwd Buicks/Pontiacs were too short for inliner use. Guess I'd have to yank it or at least do some measuring first.
|
|
|
|
|
Joined: Apr 2006
Posts: 831
Major Contributor
|
|
Major Contributor
Joined: Apr 2006
Posts: 831 |
The same Eaton M90 that comes on a 3.8 Buick/Olds etc. He added a 4bbl. on the rear and I'm building one on a 292 but going to use individual injectors for each cylinder.
'45 Ford PU
66 Valiant wagon, leaning tower of power.
79 Chevy C10 w/250
02 PT Cruiser Convertable
|
|
|
|
|
Joined: Nov 2004
Posts: 123
Contributor
|
|
Contributor
Joined: Nov 2004
Posts: 123 |
Jalopy45, we need to talk. I'm just getting started on building a blown 292, also.
|
|
|
|
|
Joined: Jul 2007
Posts: 376
Contributor
|
|
Contributor
Joined: Jul 2007
Posts: 376 |
I would look for the M112's off the supercharged ford pickup whose name escapes me at the moment for the 292.
"The first rule of overkill: You can never have too much overkill."
"Overkill is underrated."
|
|
|
|
|
Joined: Jul 2007
Posts: 376
Contributor
|
|
Contributor
Joined: Jul 2007
Posts: 376 |
"The first rule of overkill: You can never have too much overkill."
"Overkill is underrated."
|
|
|
|
|
Joined: Jan 2005
Posts: 2,123 Likes: 3
1000 Post Club
|
|
1000 Post Club
Joined: Jan 2005
Posts: 2,123 Likes: 3 |
Re: were too short for inliner use
He's referring to the distance from the drive pulley to the discharge port. If you position the Eaton so that its nose aligns with your stock belts, the discharge will be forward of the intake manifold center. If you examine the linked M112 (= 112 cubic inches per rotation) you'll see that the discharge window is heavily biased to the front of the rotor length. This area should be centered on the manifold (not the whole port length).
1. there are other nose lengths, which differ slightly between models and years
2. Magnuson makes alternate lengths, but $$$
3. an existing nose drive can be lengthened with a splice into the shaft and a spacer
4. a thick transition plate (like 3" or more) between the blower and manifold allows the charge to be directly backward as an "S" shape (rather than at an angle), but this is going to need some R&D
5. a jackshaft run off your existing belt set and have its driven pulley farther back to match the Eaton
Eatons can also be rotated 90° sideways to use sidedraft carbs such as SU, Weber, Carter YH etc.
|
|
|
|
|
Joined: Jul 2007
Posts: 376
Contributor
|
|
Contributor
Joined: Jul 2007
Posts: 376 |
I agree, and personally believe a jackshaft with a 112 is your best bet.
"The first rule of overkill: You can never have too much overkill."
"Overkill is underrated."
|
|
|
|
0 members (),
130
guests, and
48
robots. |
|
Key:
Admin,
Global Mod,
Mod
|
|
|
|
|
|
