Man, this post really gives me some evil ideas. Maybe I will try to put one of these onto my planned 66 Mustang Hotrod. The sky is the limit, right.

Jon

 

that setup is an M112 turned around backwards. personally, I think that's the way to go with mounting these. Otherwise you're left with what approaches a plumbing nightmare... My brother ended up ditching his heat and using the air inlet for the heater as the intake for the blower with the filter mounted in a box behind the glovebox (you remove the glovebox door to clean the filter)

 

This is an excellent idea. Is there any progress reports? DO you think you will be able to use the stock throttle linkage and cables with cruise control? I would love to see some pics of the manifold.

One other thing, you are using custom fuel rails?

 

Aight man, I've been monitoring this and not posting yet because I'm having trouble picturing exactly how you're cutting the intake and mounting the SC. Would ya post some FRIGGIN pics PLEASE!!!! If you make this work on the budget you're talking about I'd be willing to drop a 20 for DETAILED instructions on the exact modifications, dimensions, etc. w/ detailed step-by-step pictures.

 

ONce again no cameras

i'm taking my time with this, iv'e got the rails, intake cut, stock AL and the M112


someone send me a camera jeez

 

Hey Alvin, I've got a camera that I can take some pictures and host for you. Are you gonna be out at Touchstone this Saturday night?

 

hummm... Don't know,

The only thing i got with me right now is the M112, the intake and fuel rails and all the ohter stuff is in fayetteville,

Brent is supposed to be doing the machine work/tig for me in exchange for me burning a chip for his 89 Supercharged Mustang

 

i was thinking heavily about this last night and came up with a couple things that could pose a problem.

First, the injector bosses are going to have to be canted at a huge angle from stock to clear the blower. Is this possible? I bet it would be a costly and hard thing to change. Also, would the new angle throw off the inector efficiency due to the fact it is not spraying exactly where it should be?

Second, What are you going to do as far as the vacuum fittings on the manifold? Did you saw it off with enough space for these fittings?

Third, I believe finding an elbow that will work and fit a lt1 throttle body and linkage to will be a major pita as well. I could not find anything last night that looked close to working. This might have to be a custom sheetmetal intake and that would cost more money.

Finally, the fuel rails. Were you planning on modifying the stock rails with an fittings and runnign stainless fuel lines? This would get expensive real quick as well. I could see spending $500 easy just on the fuel rails, fitting, lines, distribution blocks, and regulator.

I would really like to see this project come together. If it can be done easily and cheaply it would be awsome and i would do it myself. I know you said that clearance was not a big if you mounted it on the valve cover but i think it would be a much easier way to do it. You could run a crank pulley for an centrifigual supercharger so you would have an independent belt, the plumbing would be much easier than rewelding and custom fabing the intake and fuel system, my only concern would be getting the supercharger discharge to clear under the hood. Other than that i think that might be the way to go.

 

You can get the injector bosses here:
http://www.force-efi.com/ as well as many other places.

The injectors will be positioned just like a normal carbed to EFI setup with the injectors positioned 90 degrees with horizon. This probally isn't as ideal as spraying the back of the valve but shouldn't pose a problem at all.

IF it where a problem, carbed and TBI cars wouldn't run worth a damn. At a 90 degree angle all shot is going down the runner anyway.

Also every one of the DFI setups like at http://www.force-efi.com/ and as well as many others have injectors postioned at 90 degrees.

If the injectors are angled at 90 degrees I will have plenty of clearance from the bottom of the blower especially with a M90. (the 112 is physiclly the same size but much larger mating flange)

For those who are interested where i've cut the stock intake and where the plate is going to be welded take a look at a stock intake. The seam where the upper runnerwall meets the tunnel is where I cut the stock intake.

Vaccum fittings?? Jeez thats not even a issue, just drill and tap man.

I've got a spare set of rails, Either I'll weld AN fittings or I'll just cut and splice the stock crossovers. I've AN fittings welded into a stock rail before, no big deal. I've also worked with that Fuel injection semi hard line and it is also pretty easy.

My only issues right now are 1. half of my crap is at home and 2. hoodclearance might be something of an issue I won't know for sure until it gets together a bit.

Oh and as for the throttle body, thats simple. I'll either buy a stock lightning elbow and make an adapter to use a GM throttle body or i'll have any competent welder make me an elbow with flange and tubing. That shouldn't be a problem either

 

Well it sounds like you have your bases covered more than i thought

Where can an lightning elbow be purchased?

 

dealer i'm sure

 

say do you guys know if the lighting supercharger would work on our LT1s, it looks to be an M112, but has the intake opening on top instead of on the back. This is just an observation from the pictures, I would certainly like to buy one since they are very cheap on ebay, but they may not mat very well

 

This is going to work! I have really sat down and done my homework and have learned quite a bit in the process. Even drew some sketches but i wish a had a drafting table i could make an exact drawing to scale. Talked to some people as well about it. Im pretty optimistic right now!

So do you think with the m112 you will be able to still position the injectors at 90*? That worries me a little but not too bad. Where are you going to put the MAP sensor? That is the big thing that has me stumped right now. Also, i have an idea for running a tensioner pulley with a seperate belt. Were you thinking of using the stock belt? I just wonder how much it would slip, it seems like very roots kit i have looked at, and the number is high right now, had seperate tensioners.

Thats pretty funny you got your m112 from canadian superchargers, they are an hour away from me. Im going to school in North Dakota so i might take a run up there next week and see what they got. Do you know what your supercharger was intended for? Does it have the rear air inlet? I noticed the lightning ones suck from the top and that would no way clear anything in our cars.

 

If my calculations are correct, this would be the easiest, cheapest way to supercharge an LT-1.

If anyone clicked the Thirdgen.org links and seen the twin Eaton on the one TPI car, you'll notice the intake isn't cut or anything, there isn't any need to. It's simpley mounted upside down and has a flange made to force the air around to the intercooler, then into the intake. Simple... Just need some pipe and welding skills.

I would liek to do this to my car with a single eaton, but i'm wondering how much PSI they put out ?

-Shannon

 

You can change pulleys for different boost levels but these blowers can't spin as fast as a centrifugal blower but there are many benifits to the eaton like super quiet, instant boost, long life, easy plumbing, clean engine bay, etc.

My setup i wont be cutting up the intake much at all. The stock fuel rails, sensors, etc will remain intact. Im working up a deal on a m112 blower right now