I just convinced myself to install a S/C on our 80...now I'm second guessing myself because of future parts availability!
Arggghhh!!!!
Arggghhh!!!!
Supercharger Differences (1 Viewer)
- Thread starter DARKNESS
- Start date
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from what I've read the smallest pulley on a M90 is 2.7" unless you want to machine the nose. It almost looks like that machining has been done already to the MP90.
Any chance we can get a measurement of the nose to see if indeed smaller pulleys can now be used before machining is required?
alia176
SILVER Star
Just a "replacement" blower.
- Thread starter
- #45
They're not TRD, they're Ford. However, they are both Eaton M90's. Eaton makes superchargers for OEM applications. They often have minor tweaks to their basic design to suit an individual manufacturer's purpose. However, the Ford Thunderbird Eaton M90 and the TRD Eaton M90 have cases that appear to be identical. There may be some minor differences I can't see in pictures. For instance, I suspect the holes are probabably tapped with SAE threads instead of Metric.
The snouts are definitely different, so even if the cases are identical, you'd still have to reuse your OEM snout. This is basically just an option if for some reason your case or rotors become destroyed.
The snouts are definitely different, so even if the cases are identical, you'd still have to reuse your OEM snout. This is basically just an option if for some reason your case or rotors become destroyed.
- Thread starter
- #46
Also, as Dan pointed out, it's just the blower. To SC your rig you'd need the plenum and throttle body adapter which are both specialty castings.
And a crank pulley, fan spacer, brake booster pipe, idler/tensioner assembly, cross over pipe, intake elbow, hoses and so-on.
- Thread starter
- #48
I got it back. It was $900 because I needed new rotors. Factoring in the price of buying a used kit, I'm basically right at the cost of a new blower kit. I should've just done that from the beginning. Oh well, live and learn.
Anyway, the case was fine but the rotors were badly grooved. I'm not entirely clear on how that's possible, but according to Jon Bond, the PO used too much sealant on the throttle body adapter. The sealant got into the blower, hardened, and grooved the rotors. That doesn't totally make sense to me, but whatever the cause, it was rebuildable with a remanufactured set of rotors.
He did give me the old rotors back and I snapped a pic of the wear. Notice the coating is worn off the edge of the fins and there is a series of gouges.
On a related note, I've got a pair of really cool expensive paper weights if anyone is looking to buy one.
I am planning to build a bracket for a Vortech SC someday on my 80. Finishing engine rebuild now.
The V2 SQ is easy to adapt to 1fz-fe engine stock engine as it use same air box location with snorkel option. Keep the same throttle body location. More compact than the whipple design.
You can change belt pulley to get desired boost by sourcing ribbed belt by length used in Acura, Toyota, Honda, BMW, etc.... to fit new length. I did my own SC for the BMW in sig so it's not hard if you can machine the bracket.
The V2 SQ is easy to adapt to 1fz-fe engine stock engine as it use same air box location with snorkel option. Keep the same throttle body location. More compact than the whipple design.
You can change belt pulley to get desired boost by sourcing ribbed belt by length used in Acura, Toyota, Honda, BMW, etc.... to fit new length. I did my own SC for the BMW in sig so it's not hard if you can machine the bracket.
