well, i have this truck sitting around, and i have this supercharger sitting around. and a few extra minutes. Because i am lazy, and it is cold outside, i decided to come here and ask. is the a/c compressor of the drivers side, or the passenger side of the motor? also, would a mustang upper intake manifold, fit onto this motor? i have an eaton M90 off of a 90 thunderbird supercoupe, including all of the flanges and bypass valve... if anyone has ever seen the eaton m90, it draws air in the back, and out the top. im thinking about mounting the blower where my AC compressor is, and eliminate that all together, running the 3 inch tubing behind the upper intake, and into the inlet on the upper intake, where the TB usually mounts. This poses my question. Whilst running a bypass, between the blower, and the intake manifold, right after the air filter, would i have any issues running my throttle body BEFORE the blower itself, with the bypass in place? The bypass is the stock unit off of the thunderbird, doesnt open until vaccuum reaches near ambient barometric pressure, (zero on a boost gauge). my next question, would i need to run a massive pulley? as to not run above 6-7lbs of boost? any help would be much appreciated.

PS, i almost forgot, does anyone know the formula for determining CFM requirements of a N/A motor? Thanks.


EDIT, ill post some drawing of my ideas in a little bit.

 

A/C compressor is on the drivers side.

A Mustang upper wont match to your lower; You have to get the upper and the lower, but it will bolt to your block/heads.

I have never seen a throttle body mounted before the blower so I don't know if it'll work.
If this is a speed density truck, then you don't have to recirculate the bypass back to the intake tract. You can just vent it out into the atmosphere.
Yes, a larger pulley (on the blower) will slow it down so the boost doesn't get crazy.

 

CFM = (displacement) * (max rpm) * (Volumetric Effeciency) / 288

That should give you a theoretical baseline. You can use 1 for a VE for supercharged, or assume a low value and use .75 for N/A.

EDIT: This formula wont work with metric units, use inches and feet.

 

basically i am trying to mimic the thunderbird system. now ive got my ideas in my head, and i need to get to the plasma cutter, and start getting to work on the flanges... ill keep you guys posted =)

 

look at this website http://www.toohighpsi.com/SCTC/sctc.htm , maybe not what you are heading at, but it sure is interesting.

I am also thinking of using one m112 on my ´86 bronco 5.0. I like to bolt it on the lower manifold, and install water injection instead of intercooler. Maybe someone knows some who has done this before.?

 

running that setup on speeddensity will cause all sorts of issue and would not be good. upgrading to mass air would be more benifical and may still require some chip tune or use of a tweecer to get dialed in properly

 

the speed density is not in the picture. I will use mass air, or Airsensors system. www.auto-nomics.com

 

you might check out www.fordfuelinjection.com that auto-nomics sounded like chevy efi systems

 

That's not entirely true. I run a Vortech SQ (14 psi), intercooler from a Powerstroke Diesel, and 42lb injectors with stock speed density and it idles and drives great.

Since he's going mass air then I guess it doesn't matter

 

your running speed density stock computer . how are you running 42lb injectors and its not running lean? you must have some sort of tune on that ecu to run that

 

Yes, I tune it with my laptop and SCT software, and use an FJO Widband to monitor my A/F ratios.

 

thanks, I have looked at the site you mentioned. The system I am referring to is an air mass sensor system, and can be used on most engines. My plan is although first to update to mass air computer 9al, and see if it works on it. If not I will try to adapt the Airsensors system. I had it on my ´81 Bronco 4.9l and it worked great. It had turbo, intercooler and MSD system. You can see the Bronco on the site www.auto-nomics.com under User Group. My worries lies mostly in the intercooling of the system, as cooling most likely have to occurr between manifold and charger.

 

so you cant consider this setup to be stock speed density. there is a big big difference to what you have running a sc vs a stock speeddensity running an sc

 

The speed density system is in stock form. It is no different than jamming a chip in the back of a mass air PCM.
I say "stock speed density" meaning all the components that are from being used are from the factory and in working order. Much the same as a stock longblock with bolt-ons...no matter what, it is still a stock longblock.