ok i posted this in the tpi section but was told to post it here... so here it goes my dads buddy has a 3.8 bonneville ssei (comes with a supercharger) now will or would this work on my car (305 tpi with a xtreme comp cam, headers and cat back system) cuz i think it only pushes about 6psi..the bonneville is a 96 ( i think)...but i just wanna know if this will work and if it may is there alot of work to be done to mod it to work..?? they are worth something like $4000 canadian here but i could prolly get it for like $1500 can.. oh btw the bonneville is a 3.8 thanks in advance guys iroc2nv

You have 2 cylinders too many. And even if you were to somehow extremely modify it and get it to bolt up, it wouldnt give you much boost at all. Remember, the boost its providing is for a v6... put that on an 8 which needs much more air to begin with, and you have 3-4 PSI maybe.

http://www.thirdgen.org/techbb2/show...hreadid=116530

I have a Bonneville SSEi as well as my Formula. It is an eaton M90 supercharger roots type. It will not work on your 350 TPI. If you were a fabricator or could get someone to fabricate the parts for you, you would have a lot more money in it than the performance would be worth.

If you wanted to wedge something in there, a more likely starter core would be a Kenne Bell supercharger. These are proliferant on the Mustangs and are very efficient (for a SuperCharger). You would probably need a custom snout, larger MAF, bigger injectors, and some way to tune everything together. Probably about $500 for a good Dyno Tune.

Just my .02

Man, I must have posted assorted bits of information on this half a dozen times on this board and others, and people are still saying that stuff like this can’t be done. Bull****... (I'm starting to feel like I use that word in half my posts on this board)

I cut and pasted this from a post less then 2 days old on this forum…

Here you go:


that's the eaton M-90 (it's a roots type, this one is off a 3.8L t-bird super coupe, but they were also used on the supercharged gm 3.8's), we put on my brother's LTD:
.

So far he's run 11's at 120 on the radials and the rims in that picture, so I guess that you could say it works.

This is the same blower that Mike was (i say that because he sold the setup a couple of months ago and now has a single turbo on that car) using 2 of, but it's being spun at a higher rpm.

now someone give me a good reason why something that we did on a ford V8 won't work on a chevy v8?

You are right, I did say it would not work and that is incorrect. However, to get it to work with TPI is very expensive unless you can fabricate the parts you need yourself.

I dabble in both Ford and GM, and by my experience it is much cheaper and easier to do that kind of thing on a FORD because they provide better support. The guys up at Total Performance are GREAT when it comes to that one off kinda stuff.

OMG!!!!

I just took a closer look at that pic. THAT IS AWESOME!

Question, it looks like the intake is coming from the cabin, or is it re-routed somewhere I can't see in the pic? Also, did you fabricate that mounting bracket yourself?

Support my ***. 99% of that blower setup was built in my basement or garage, hell, most of that car was built in my garage and almost everything was bought from a junk yard or scrap yard. At the time my brother lived in NYC and I’m in MD, so he would measure parts out, hop on the train with a few key parts like the blower, we’d cut them out, ‘machine’ (if you can call it that, the closest thing to a ‘machine’ tool that I’ve got is a drill press), weld them up, and basically assemble it and he’d take it back up to NY to test fit.

About the only thing that wasn’t fabricated by me was there was no way that my little MIG would weld the 3/8” aluminum plate that we used for the brackets, so he found a guy that did that welding for $60. I pretty much did most of the ‘fabricating’ (cutting, welding… even down to stupid stuff like giving a larger Explorer throttle body a mustang linkage (we bought like 13 of them at the scrap yard for $3/lb, I think it added up to $8)) and my brother did most of the fit up and assembly and getting it to work together on the car.

That blower bracket is strong enough to lift the engine and probably even the front end of the car with (I kept worrying about it being strong enough, after we finished it my brother pulled it back off and cut the lightening holes and polished it). My brother came up with both the tensioner assembly’s (both are modified ford assemblies) and the alternator relocation (I believe it started as an AC bracket with some strapping that he added to the bottom so it wouldn’t flex.

The intake is 3.5” mandrel bent that was cut up and welded with flanges made out of an old stereo chassis, I welded it up with a screw together flange that mounts a big K&N filter in the dash behind the glove box where the HVAC ducting/box used to be. It’s got a big fiber glassed and carpeted box around it (as much for sound deadening as to direct air flow) that draws air and is sealed up against the cowl vent in front of the windshield (high pressure area) that use to be used as the HVAC inlet.

BTW, the blower, probably the major $$ part of the setup was bought with all the ducting and IC. Then ducting and intercooler was sold off for what he paid for the whole assembly.

Now that's what I call a sleeper.

wow.......truly an amazing setup youve got crossfire.

Its not mine, I just worked on it. I've got something in mind that would make my brother's LTD look slow and be much quieter/more streetable. the thing is that I need to find time, money and mostly a straight car all at the same time.

oops, my fault, well either way its an excellent setup

checking with magnusen or eaton will show you that there are larger more fittin blowers available (ala lightning), motor trend showed a lingenfelter vette blower kit a little while back like 500 RWHP

Yea, but you can’t buy a Lingenfelter or Magnusen Eaton for $190 on ebay and sell off the intercooler and plumbing for… $190.

There is only one step up from the M-90 in the Eaton line, and that is the M-112 (the one used on the jags, lingenfelter, cobra, lighning…). It is significantly larger (112ci compared to 90), but you’re not going to find them cheap. Your best bet cheap and used would be either a Lightning or Jag unit. You can also buy the 2003 cobra one for about $1100 new. Even if my brother or I decided to spend that much on that car, there just isn’t room in the engine bay for that thing. To mount it where the M90 is now would involve cutting up the strut tower, and that might not do it. Anyplace else would involve cutting a hole in the hood or excessively long belts/removing the PS…

For the money/time involved, it’s cheaper to take the m-90 units and spin them to 18000rpm (not sure about durability, but so far it’s made the NYC-DC and back road trip a few times, and he plans on driving it up to a few events at Englishtown later in the year). If he decides he wants more, I could make another bracket to mount a second one on the other side. Assuming a similar tune to now (it could be better) and spinning them at the same rpm, that should be enough to run 9.0’s @ about 150mph for less then $100 to get the blower on (much more to upgrade the fuel system…, the haltech should still be fine for engine management).

I missed the $190 part, you hit it on the button with that m-112 (as far as the model that lingenfelter, magnusen, eaton offer)

adding to my curiosity is how a 144 weiand/holley mounted the same way would fare, or imagine how these import guys fare with this http://www.supercharger.com/pages/sprchrgrhnd.html

The 144 displaces 60% more then the m-90, and almost 30% more then the m-112. The problem is that it doesn't have nearly the volumetric efficiency of an eaton (or whipple). I'm not sure if the 144 is as flexable with respect to the acceptable mounting positions.

OTOH, I haven't played with one to see what is possible.

Second, both my brother and I have time with his blower case and a die grinder, between the 2 of us we've removed almost all of sound deadening cast into the case and every restriction that we could find. What started out as a minor cleaning and radiusing any restrictions and what seems like a rather minor change in retrosepect is probably what most would call a major reworking. The inlet now has roughly 2x the area that it originally did. This was done in two sessions, one of which resulted in almost 2 psi boost over previous data logs at the same rotor speed and the second added a little.

WRT the Jackson racing setup... I can't see a reason that it wouldn't work great, but I've seen some awful reviews of the thing. Based on the differences between what I would expect and what I've read in reviews, I'm guessing that there is some issue with installation or the package design.