I'm looking at adapting this supercharger to a carb setup. I'm not sure what the piece circled does, or if I even should hook it up? If I don't hook it up, do i force it open, or closed? I know someone will ask why this huffer?- cost! Thanks in advance.
not exactly sure what it is, but could it be some sort of pressure relief valve...like a waste gate or something?
I think your right, like if your wide open and then let off, boost has to go somewhere other than the intake right? Brad
I believe that is vacuum actuator for a byp*** valve. Look and see if there is a small ****erfly valve on the bottom of the case.
Yep it's a byp*** valve to reduce parasitic loss under light throttle according to Edelbrock which uses them on their E-Force superchargers. Hook it up or not it will work either way. Also it appears they run it to the carburetor base plate but I can't say for sure..
That is a vacuum operated recirculater valve. It keeps manifold pressure from building at low speeds and keeps it from going through the roof when the throttle is slammed shut at high RPM. You definitly want it and you need to find out how it works. You will probably need to pull a pressure sourse off of you intake manifold some where.
http://victorylibrary.com/supercharger/super-eaton.htm there is lots here! ^^^^ will take you other places. I hear this may be by a HAMB-er "Panic"
Yep, it's Panic. I tried to send him a pic in a pm, but it wouldn't go, so I posted. I just couldn't find the answer there. Sounds like you guys have given me a good idea what to look for, now. Thanks
Looks like a factory Ford supercharger off of a Thunderbird SC (SuperCoupe). Fun cars. I used to have a 93. It was a 5 speed car.
It's off of a ford lightning, I was told. I'm trying to figure out a flathead setup. ....a cadillac flathead setup.
Hi Mate, Not to rain on your parade but: "These superchargers are designed for EFI. Draw-through installations, where fuel will be present inside the supercharger, are deprecated by Eaton (and their service agent Magnuson), and are inherently dangerous as a source of explosion. In addition, the fuel will slowly leach lubricant from the bearings, and dissolve the rotor coating used on many models." Danny
I'm sure there is sound reasoning for this, but I really don't see why it would matter where the fuel came from. Fuel is going to p*** through, and be present, whether it is presented by a carb, or efi. How do I hook up the wastegate? Simply to carb vacuum?
FYI. In this particular efi set up: 8 injectors 1 for each cyl. UNDER the SC. in the intake runners, The SC never sees fuel.
Why can't it be used as a "blow through", like a McCollogh or Paxton, and seal the carb, downstream from the blower? The Eaton blower you picture is a rear discharge anyway, right? Using it that way, it'd be dry. Seems like it'd be relatively easy to build a plenum for it to blow into a carb, rather than **** from one. Hmm, something that ****s, while it blows at the same time, maybe we're onto something here...
I don't see why it wouldn't work any different than any other supercharger either and as I was saying earlier Edelbrock uses an Eaton based blower in their E-Force supercharger kits http://www.jegs.com/p/Edelbrock/902536/10002/-1 which also use the same byp*** valve. Just figure out how they plumb it.
I'm not positve on the bearings or, or rotor construction and their ability to function with a fuel mixture. Maybe it needs changed, maybe it don't, maybe it can't be, IDK? As designed, it is for air, intakes air, compresses air, the valve by-p***es air only. The blowers from the 3.8 sc tbirds with the inter-cooler are easier to retro-fit to blow thru, Regular waste gate in the plumbing, That case configuration is how the were originaly designed. The one pictured is not like those. There are plenty of books and lit. already written on the subject
Here is a picture of one off the 3.8V6 Thunderbird. I took the picture at the L.A. Roadster Show in 2005. Just can't remember much, but the owner did say it worked great and had some 20k miles on the motor with the blower.
The only thing I'd be concerned about with that blower and changing to a "wet" system would be does it have some sort of burst plate or blow off valve? Not a bad idea to have one. Guess you could somehow add to manifold like other systems.
On some small superchargers with out a Gilmer style belt there is no popoff valve and they just rely on belt slippage to relieve pressure during a back fire.
The belt slippage to relieve pressure is very effective if the super charger just contains only air, as all the dry SC are designed. IF the backfire does escape the rotors, it enters the throttle body, then out to air only, No fresh fuel, just whats involved in the back-fire. ALL BETS ARE OFF IF its Changed it to a wet draw thru unit, pack it full of AIR and FUEL under pressure, in the optimal mixture, and have a back-fire; you will have a problem that resembels a bomb, with a source of fresh fuel right on top. You will need a pop-off. That particular pm112 Eaton in the pic of the OP has a case with a large discharge opening on the bottom- Bolts to a LIM, A LIM custom built for a Caddy flat head could very easily have a pop-off valve incorperated.
Maybe I'm missing something but what would be the difference between this or any other supercharger (like say a b&m 144 which has no popoff valve) when used in a draw through form that makes it so much more dangerous. Is the case weaker?
these superchargers have coated rotors, which limit the clearance between them resulting in a tighter seal and greater efficiency. If running fuel through them can potentially break down this coating, I'd have to advise against it. What I'd strongly suggest is that you contact Magnuson. They are rebuilders of Eaton superchargers like this, and if you let them know what you'd like to do, they can offer honest, solid advice based on their extensive experience. I've worked with them before and they know these units better than anyone. They're also hot rodders, so they get it and will understand what you're trying to do.
I would stay away from that also. I am sure you can find something a little cooler and better for your application. I would hate to see you run that. Just because of cost. my 2$ worth
All things considered you've been given very sound advice. People say I'm a blower expert.....I've just blown up more than most poeple have....so i know what and what not to do. I always run a popoff, with blowers, also, on blow thru's gotta be careful......the designers and builders pretty well know their products.....and they'll help you out all they can............
magnacharger uses the same exact blower to do a draw through setup: No pop-off or burst plate needed. Running gas through these blowers won't hurt them. I used to work for a very well known company that makes water/methanol injection systems and we pumped GALLONS of water/methanol through these blowers with no problems. If anything running a little fluid through them helps them run cooler which makes them more efficient.
btw don't call the byp*** valve a "wastegate". it's not a wastegate. it does not control or limit boost. all it does is recirc the air charge in low load states (cruise). it's refereneced after the throttle plate but before the blower (it never sees boost).
Lot's of advice here, pro and con. So the answer to the original question is, connect it to vacuum, correct?
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