The Details To Enhancing Eaton Efficiency
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The Details To Enhancing Eaton Efficiency
I don't know if you guys know "The Old One", but he's a famous Honda builder and tuner that has some great information at his site theoldone.com. He's an experienced tuner with Eaton blowers, only he uses these blowers on Honda's more than anything else. Regardless, he discusses the details to modifying the Eaton blower's inner dimensions to improve boost/heat ratios. I'm not intirely sure that Intense goes this far with the mods. It's actually just improving air flow to reduce the heat so that your blower can boost higher without losing so much effieciency. I can imagine that this portwork plus a modded cylinder head could net well over 300whp for you high-output Balt tuners, that is..assuming you run 19+psi. If I were to mod my supercharger, this would be one of two guys that I would go to. He has the "know how" to make power out of the chargers like you wouldn't believe. Here's the article....
Blowers and How To
First we need to understand that a "Roots" supercharger is not a compressor, regardless of what Mercedes says. They "stack" air upon air and are appropriately named "blowers".
One of the problems that we run into with any supercharger is that of efficiency. Efficiency is the ability of the unit to deliver air at both a positive pressure (relative to atmosphere) and reasonable temperatures. The act of mechanically moving air produces heat and as the temperature goes up, performance goes down with a greater tendency to cause detonation in the cylinder. The reason that you are accustomed to seeing the large intercoolers is not necessarily due to the high temperatures seen in driving a turbo supercharger, but the amount of boost and this "type of" supercharger cause the increased charged temperatures. Both turbochargers and centrifugal superchargers are the same in design with the exception of the method of drive, exhaust vs. mechanical, and both are big heat producers.
The modern day Roots blower has been refined over the years to be a very efficient power-producing package. The units are so efficient that turbocharging is rapidly becoming something of the past. This is evidenced by Garrett's remarks about the market and the fact that their new hydrachargers are the only thing that will keep them alive in this business. The ability to package an efficient blower into a friendly underhood environment, combined with the "drivability" factor are only a few of the reasons that EATON and a few others are seeing such success in the marketplace.
The OE blowers are in many ways like "stock" cylinder heads on engines and, similarly, there are considerable gains that can be obtained by reshaping certain areas to be more conducive to higher flow efficiency. On the blower modifications, greater flow gains result in less "pumping work" necessary to obtain the same flow output and the temperatures are also reduced for the same amount of "work". The primary reason that blowers aren't optimized by their manufacturers is that the tooling necessary would push the cost into an area which would make the units prohibitive to the OE marketplace, which is "the" big consumer. It does deserve mentioning that EATON has listened well to Magnusen and others who have actively modified the blowers and they have responded by incorporating many of the mods in their tooling updates so what you buy today is much better than the "same" piece three years ago.
Most of the modifications to the EATON blowers revolve around timing and air flow improvement. The rotor to case timing is ideally 120-degrees (due to the fact there are three lobes to the rotors) and the factory is a little conservative in that department. We begin by modifying the blower cases to provide precisely 120-degree timing. Each case is a little different, so each is each is treated individually.
The inlet (rear) of the blower case is widened to the edges of the rotors' lobes, and material is also removed to provide less interference to the incoming airflow. All sharp edges are also carefully radiused to help reduce turbulence on the inlet side as well.
The charge exit area is also timed to correspond to the inlet side, and there's considerable material removal (especially on early units) that's necessary to allow the blower to pump the charge out as efficiently as possible. The exit is increased in area directly in proportion to the inlet side area increases.
The actual intake manifold is adequate for most applications, but the runners were not designed with the same areas feeding all cylinders. This was done with the reasoning that the charge had to travel greater distance to some runners and distribution was a concern to all. The distribution was not as critical as originally thought, as the blower is still delivering air to the engine even in NA applications. We open the runners to precisely the same sectional areas and the only other modification to the manifold is to make sure that the blower and manifold are not trying to occupy the same space by the bypass which can damage the "O" ring seal.
The bypass housing is smoked over to make its areas match the intake side of the blower case and the entry is the exit for the "S" tube, so there's considerable material removal in that area as well. The area leading to the bypass valve is radiused somewhat, but that's not an area of great sensitivity when dealing with the flow at any throttle opening or load.
The infamous "S" tube is a challenge to say the least. The initial problem is that the runner cross section is constantly changing so the flow is either accelerating or decelerating as it moves, which uses a tremendous amount of energy. The first operation is to open the entire diameter (including the down leg) to a slightly greater area than the throttle body. The next area of concern is the turns, which are really a challenge for the fast moving air. As air typically will look for the shortest path through the tube, the majority of the flow tries to hug the inside radius of both the upper and lower turns. A long used solution to providing efficiency in the turns is to shape the inside radiuses so the cross section is flat on the area where the flow is concentrated. This is the infamous "D" port that's common to all cylinder head porters. The flat portion of the "D" simply provides greater area in the area for the bulk flow and the rest of the turn area is not so large that velocity is effected and the flow tends to be delivered in a more laminar state to the blower. The smoother the flow, the less pumping work and again the blower efficiency grows.
One area of manipulation is again in the "S" tube. If you're familiar with fluid dynamics, you know that as velocity increases, pressure decreases. The inverse is found if you lower velocity with the pressure building. This has always been a little hard for folks with too much "common sense" (myself included) because, if you stick your hand out the window of a slow moving car, the air "pressure" on your hand is relatively low, but at higher vehicle speeds the "pressure" pushes more. This analogy has been incorrect in use since day one, so forget that I mentioned it because it really simply deals with air speed and forces instead of pressures.
We use pressure manipulation to "cause" the air to move through the "S" tubes more efficiently. We will slightly expand the cross sectional areas ahead of a turn to slow the air flow to prevent separation during the turn while exerting additional pressure on the column of air down stream from that turn. This technique is carried throughout the "blower system" and it greatly decreases pumping losses while decreasing exit temperatures at the same time.
That about sums up the modifications involved, but the fact that the pumping losses are so much less, allows us to use a smaller pulley on the blower for greater boost without the temperature killing the engine or the blower itself.
The modifications are available in a variety of stages with the "aero" package being the most time consuming and elaborate. The pictures that accompany this article are of the most common mods, which were originally developed by Jerry Magnusen. We have added several twists and the modified "S" tube is a real asset to the combination.
Most of these modifications can be done at home if you're good with a rat tail file, a Dremel tool, and you'll also need someone with small hands to reach the middle of the "S" tube.
Blowers and How To
First we need to understand that a "Roots" supercharger is not a compressor, regardless of what Mercedes says. They "stack" air upon air and are appropriately named "blowers".
One of the problems that we run into with any supercharger is that of efficiency. Efficiency is the ability of the unit to deliver air at both a positive pressure (relative to atmosphere) and reasonable temperatures. The act of mechanically moving air produces heat and as the temperature goes up, performance goes down with a greater tendency to cause detonation in the cylinder. The reason that you are accustomed to seeing the large intercoolers is not necessarily due to the high temperatures seen in driving a turbo supercharger, but the amount of boost and this "type of" supercharger cause the increased charged temperatures. Both turbochargers and centrifugal superchargers are the same in design with the exception of the method of drive, exhaust vs. mechanical, and both are big heat producers.
The modern day Roots blower has been refined over the years to be a very efficient power-producing package. The units are so efficient that turbocharging is rapidly becoming something of the past. This is evidenced by Garrett's remarks about the market and the fact that their new hydrachargers are the only thing that will keep them alive in this business. The ability to package an efficient blower into a friendly underhood environment, combined with the "drivability" factor are only a few of the reasons that EATON and a few others are seeing such success in the marketplace.
The OE blowers are in many ways like "stock" cylinder heads on engines and, similarly, there are considerable gains that can be obtained by reshaping certain areas to be more conducive to higher flow efficiency. On the blower modifications, greater flow gains result in less "pumping work" necessary to obtain the same flow output and the temperatures are also reduced for the same amount of "work". The primary reason that blowers aren't optimized by their manufacturers is that the tooling necessary would push the cost into an area which would make the units prohibitive to the OE marketplace, which is "the" big consumer. It does deserve mentioning that EATON has listened well to Magnusen and others who have actively modified the blowers and they have responded by incorporating many of the mods in their tooling updates so what you buy today is much better than the "same" piece three years ago.
Most of the modifications to the EATON blowers revolve around timing and air flow improvement. The rotor to case timing is ideally 120-degrees (due to the fact there are three lobes to the rotors) and the factory is a little conservative in that department. We begin by modifying the blower cases to provide precisely 120-degree timing. Each case is a little different, so each is each is treated individually.
The inlet (rear) of the blower case is widened to the edges of the rotors' lobes, and material is also removed to provide less interference to the incoming airflow. All sharp edges are also carefully radiused to help reduce turbulence on the inlet side as well.
The charge exit area is also timed to correspond to the inlet side, and there's considerable material removal (especially on early units) that's necessary to allow the blower to pump the charge out as efficiently as possible. The exit is increased in area directly in proportion to the inlet side area increases.
The actual intake manifold is adequate for most applications, but the runners were not designed with the same areas feeding all cylinders. This was done with the reasoning that the charge had to travel greater distance to some runners and distribution was a concern to all. The distribution was not as critical as originally thought, as the blower is still delivering air to the engine even in NA applications. We open the runners to precisely the same sectional areas and the only other modification to the manifold is to make sure that the blower and manifold are not trying to occupy the same space by the bypass which can damage the "O" ring seal.
The bypass housing is smoked over to make its areas match the intake side of the blower case and the entry is the exit for the "S" tube, so there's considerable material removal in that area as well. The area leading to the bypass valve is radiused somewhat, but that's not an area of great sensitivity when dealing with the flow at any throttle opening or load.
The infamous "S" tube is a challenge to say the least. The initial problem is that the runner cross section is constantly changing so the flow is either accelerating or decelerating as it moves, which uses a tremendous amount of energy. The first operation is to open the entire diameter (including the down leg) to a slightly greater area than the throttle body. The next area of concern is the turns, which are really a challenge for the fast moving air. As air typically will look for the shortest path through the tube, the majority of the flow tries to hug the inside radius of both the upper and lower turns. A long used solution to providing efficiency in the turns is to shape the inside radiuses so the cross section is flat on the area where the flow is concentrated. This is the infamous "D" port that's common to all cylinder head porters. The flat portion of the "D" simply provides greater area in the area for the bulk flow and the rest of the turn area is not so large that velocity is effected and the flow tends to be delivered in a more laminar state to the blower. The smoother the flow, the less pumping work and again the blower efficiency grows.
One area of manipulation is again in the "S" tube. If you're familiar with fluid dynamics, you know that as velocity increases, pressure decreases. The inverse is found if you lower velocity with the pressure building. This has always been a little hard for folks with too much "common sense" (myself included) because, if you stick your hand out the window of a slow moving car, the air "pressure" on your hand is relatively low, but at higher vehicle speeds the "pressure" pushes more. This analogy has been incorrect in use since day one, so forget that I mentioned it because it really simply deals with air speed and forces instead of pressures.
We use pressure manipulation to "cause" the air to move through the "S" tubes more efficiently. We will slightly expand the cross sectional areas ahead of a turn to slow the air flow to prevent separation during the turn while exerting additional pressure on the column of air down stream from that turn. This technique is carried throughout the "blower system" and it greatly decreases pumping losses while decreasing exit temperatures at the same time.
That about sums up the modifications involved, but the fact that the pumping losses are so much less, allows us to use a smaller pulley on the blower for greater boost without the temperature killing the engine or the blower itself.
The modifications are available in a variety of stages with the "aero" package being the most time consuming and elaborate. The pictures that accompany this article are of the most common mods, which were originally developed by Jerry Magnusen. We have added several twists and the modified "S" tube is a real asset to the combination.
Most of these modifications can be done at home if you're good with a rat tail file, a Dremel tool, and you'll also need someone with small hands to reach the middle of the "S" tube.
Last edited by adam0416; Aug 9, 2006 at 02:41 PM.
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There's a reason Intense has 10/11 second supercharged cars that weigh twice what a "fast" Honda does.....they know what they're doing. Yeah. I'd rather have a bastard file and some $20 spinning tool do this than a professionally machined shop job. 
Good luck convincing people on that one. I'm sure this guy can put them on a flow bench too right? It sounds like this guy was a professional and used to work at a place like Intense until he got fired for his half-ass work.
Good luck convincing people on that one. I'm sure this guy can put them on a flow bench too right? It sounds like this guy was a professional and used to work at a place like Intense until he got fired for his half-ass work.
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Originally Posted by StreetDreamz
There's a reason Intense has 10/11 second supercharged cars that weigh twice what a "fast" Honda does.....they know what they're doing. Yeah. I'd rather have a bastard fiel and some $20 spinning tool do this than a professionally machined shop.
Let's also not forget those Honda's also have half the displacement as those GTP's your trying to mention. Those are 6 cylinders bud. They should atleast go 11's, especially boosted. I'm not an Intense Racing hater, I just think there should be more options for the Balt owners. To think that Intense is the only one that knows what they're doing is ignorant. You'll never have a high-output Balt if you believe that. You can also pay Intense hundreds of dollars to do the mod the exact same way, you don't use CNC machines for portwork on blowers man. There's more to it than just hulling out the chambers.
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I originally wanted the purpose of this thread to inform SS/SC owners the details to modifying the blowers. This way Balt owners can go elsewhere and get better prices for machine work because they may actually know what it is they want.
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Originally Posted by CTCOBALTSSS
Good read. I don't a gree with the whole superchargers are taking over turbos theme in the begining of that read. Who knows though.
Originally Posted by adam0416
Not a very smart thing to say since he(the old one) probably has as much resources and equipment as Intense-Racing does plus he's been doing small displacement engine supercharging business for 15 years and he's had over 30 years of engine building experience. oh...he has a 4000sq ft machine/dyno shop, and a 4000sq ft storage warehouse to hold all of the products he sells. Don't be so neive.
Let's also not forget those Honda's also have half the displacement as those GTP's your trying to mention. Those are 6 cylinders bud. They should atleast go 11's, especially boosted. I'm not an Intense Racing hater, I just think there should be more options for the Balt owners. To think that Intense is the only one that knows what they're doing is ignorant. You'll never have a high-output Balt if you believe that. You can also pay Intense hundreds of dollars to do the mod the exact same way, you don't use CNC machines for portwork on blowers man. There's more to it than just hulling out the chambers.
Let's also not forget those Honda's also have half the displacement as those GTP's your trying to mention. Those are 6 cylinders bud. They should atleast go 11's, especially boosted. I'm not an Intense Racing hater, I just think there should be more options for the Balt owners. To think that Intense is the only one that knows what they're doing is ignorant. You'll never have a high-output Balt if you believe that. You can also pay Intense hundreds of dollars to do the mod the exact same way, you don't use CNC machines for portwork on blowers man. There's more to it than just hulling out the chambers.
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Originally Posted by Bad06SS
No, not a very smart thing for YOU to say. Scott from INTENSE personally knows GM and Eaton. INTENSE designed the input shaft that GM races with. Scott actually personally talked to the guy who designed the blowers on our car before starting the porting, and he specifically said NOT to touch the inlet of the blower. I don't care what a honda guy knows, or what machines he has. I'd rather take the information from the guy who designed the blower himself.
Originally Posted by EricDFW
Damn, the guy shares a different perspective of things and people get into a pissing match. Nice 
Before he edited it, he mentioned that if he wanted to have his blower ported, he'd go to one of these two guys, and "neither of them are INTENSE". Then, he goes on to talk about how these other guys have more resources than INTENSE, and that we're not very smart to question that. So lets come on here and talk bad about the one of the most popular vendors we have, and then brag about a company that isn't even on these boards supporting us as a vendor. Like I said, it could've been worded differently to be a "different perspective". A ported blower is a ported blower, and each vendor may have it's way of doing it. There's no reliable dyno proven results for any of the blowers on the market, so there's no need to say one's better than the other. I'd rather trust the guy who designed the blower myself.
agreed... ok lets get back to the point of the post.... I wonder what kind of gains can be expected from this... my ait2's are down pretty low now max at 149 deg... with the 2.6 pulley (h/e and meth/inj good ****) but I would like to see some flow number from before and after s/c flow bench testing
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Some people are of the firm beleif that intense and the people that work for them are the only ones that know about the EATONS. Let me give you an example of something that is similar to this situation. We have a chemist that works for us. He knows everything about polymers and basically how to make things sticky. Well when we were about to roll out this new patch for our garments some guy in our company mentioned another chemical that might be better for the mixture. He was scoffed at because of the mentality displayed on this thread. He was basically told that the chemist and the designer of the patch are the ones that know most about this subject and that theirs was the only right opinion. Well after a few washes the patches started coming off. The " normal worker " asked for them to use this other chemical. They did and the patches stay on. Moral of the story... there is always more than one way to skin a cat.
Originally Posted by 1stbluSS
Some people are of the firm beleif that intense and the people that work for them are the only ones that know about the EATONS. Let me give you an example of something that is similar to this situation. We have a chemist that works for us. He knows everything about polymers and basically how to make things sticky. Well when we were about to roll out this new patch for our garments some guy in our company mentioned another chemical that might be better for the mixture. He was scoffed at because of the mentality displayed on this thread. He was basically told that the chemist and the designer of the patch are the ones that know most about this subject and that theirs was the only right opinion. Well after a few washes the patches started coming off. The " normal worker " asked for them to use this other chemical. They did and the patches stay on. Moral of the story... there is always more than one way to skin a cat.
True, and I agree. I don't feel that INTENSE knows everything, in fact, I think Rob had alot to do with what INTENSE does know. I was merely explaining that I know for a fact that EATON told them what to do, so INTENSE's blowers are not just what INTENSE wanted done.
There is more than one way to do it, and I agree with that. But it's too early in this game to say which is better than the other.
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Originally Posted by adam0416
I don't know if you guys know "The Old One", but he's a famous Honda builder and tuner that has some great information at his site theoldone.com. He's an experienced tuner with Eaton blowers, only he uses these blowers on Honda's more than anything else. Regardless, he discusses the details to modifying the Eaton blower's inner dimensions to improve boost/heat ratios. I'm not intirely sure that Intense goes this far with the mods. It's actually just improving air flow to reduce the heat so that your blower can boost higher without losing so much effieciency. I can imagine that this portwork plus a modded cylinder head could net well over 300whp for you high-output Balt tuners, that is..assuming you run 19+psi. If I were to mod my supercharger, this would be one of two guys that I would go to. He has the "know how" to make power out of the chargers like you wouldn't believe. Here's the article....
!!I'll edit and leave my original post but I don't recall seeing the original unedited post with those things said in it. Flame wars suck anyway.
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Originally Posted by Bad06SS
Sorry, but the guy didn't just "share a different perspective". He basically just said that INTENSE doesn't know what they're doing, and that this other guy is the only one to listen to. His attitude didn't help. You might want to re-read how he worded everything. Before he edited it, he mentioned that if he wanted to have his blower ported, he'd go to one of these two guys, and "neither of them are INTENSE". Then, he goes on to talk about how these other guys have more resources than INTENSE, and that we're not very smart to question that. So lets come on here and talk bad about the one of the most popular vendors we have, and then brag about a company that isn't even on these boards supporting us as a vendor. Like I said, it could've been worded differently to be a "different perspective". A ported blower is a ported blower, and each vendor may have it's way of doing it. There's no reliable dyno proven results for any of the blowers on the market, so there's no need to say one's better than the other. I'd rather trust the guy who designed the blower myself.
Before he edited it, he mentioned that if he wanted to have his blower ported, he'd go to one of these two guys, and "neither of them are INTENSE". Then, he goes on to talk about how these other guys have more resources than INTENSE, and that we're not very smart to question that. So lets come on here and talk bad about the one of the most popular vendors we have, and then brag about a company that isn't even on these boards supporting us as a vendor. Like I said, it could've been worded differently to be a "different perspective". A ported blower is a ported blower, and each vendor may have it's way of doing it. There's no reliable dyno proven results for any of the blowers on the market, so there's no need to say one's better than the other. I'd rather trust the guy who designed the blower myself.
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I would like to add another point too. The engineers that design something don't know EVERYTHING about it. I'm an engineer so don't rip me. I'll give you an example. One of my friends used to have a GrandAm GT and was an active member on grandamgt.com. One of the most common complaints about the cars was the fact that you couldn't disable the DRLs. So he and a guy he worked with, both were sterio installers and the time, designed a DRL kit for the cars. It disabled DRLs and automatic headlights. They introduced the kits on the website. One of the members on there was the engineer who designed the DRL system for the cars. She said it was impossible to disabel them and not get any error codes. Even after people bought the kits, installed them and they worked perfectly she still said it couldn't happen. She was completely unwilling to accept the fact that someone had figured out how to get around the system she designed.
Take that as you will.
That said, I'm not sure this guy completely knows his schitt, even after 30 years of working on cars. He says that roots blowers are not compressors, they just blow air. This is not accurate. They are compressors the same as any other type of supercharger. Without something to blow into none of them are compressors, they just blow air. You have to have a relatively fixed volume to compress anything into. In fact roots blowers are the most like compressors as they have two fixed surfaces forcing air out instead of blades of some type pushing air.
Take that as you will.
That said, I'm not sure this guy completely knows his schitt, even after 30 years of working on cars. He says that roots blowers are not compressors, they just blow air. This is not accurate. They are compressors the same as any other type of supercharger. Without something to blow into none of them are compressors, they just blow air. You have to have a relatively fixed volume to compress anything into. In fact roots blowers are the most like compressors as they have two fixed surfaces forcing air out instead of blades of some type pushing air.
Last edited by cawpin; Aug 9, 2006 at 03:49 PM.
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Originally Posted by cawpin
I would like to add another point too. The engineers that design something don't know EVERYTHING about it. I'm an engineer so don't rip me. I'll give you an example. One of my friends used to have a GrandAm GT and was an active member on grandamgt.com. One of the most common complaints about the cars was the fact that you couldn't disable the DRLs. So he and a a guy he worked with, both were sterio installers and the time, designed a DRL kit for the cars. It disabled DRLs and automatic headlights. They introduced the kits on the website. One of the members on there was the engineer who designed the DRL system for the cars. She said it was impossible to disabel them and not get any error codes. Even after people bought the kits, installed them and they worked perfectly she still said it couldn't happen. She was completely unwilling to accept the fact that someone had figured out how to get around the system she designed.
Take that as you will.
That said, I'm not sure this guy completely knows his schitt, even after 30 years of working on cars. He says that roots blowers are not compressors, they just blow air. This is not accurate. They are compressors the same as any other type of supercharger. Without something to blow into none of them are compressors, they just blow air. You have to have a relatively fixed volume to compress anything into. In fact roots blowers are the most like compressors as they have two fixed surfaces forcing air out instead of blades of some type pushing air.
Take that as you will.
That said, I'm not sure this guy completely knows his schitt, even after 30 years of working on cars. He says that roots blowers are not compressors, they just blow air. This is not accurate. They are compressors the same as any other type of supercharger. Without something to blow into none of them are compressors, they just blow air. You have to have a relatively fixed volume to compress anything into. In fact roots blowers are the most like compressors as they have two fixed surfaces forcing air out instead of blades of some type pushing air.
Read closer, the very beginning of the article. He said it "stacks" air upon air, which IMO, if you stack air upon air in a tightly bound space, you'll eventually compress the air. I dunno, maybe he knows sumthin we don't.
Originally Posted by adam0416
First of all, unless you edit my quoted post, you'll never see the phrase or sentence saying that Intense doesn't know what they're doing. Second, someone else made a critical comment that does not help anyone in anyway by referring to INTENSE with their "professional machine shop" as if ENDYN doesn't have any professional resources at all, and as if ENDYN doesn't know what they're doing because they don't make reference to their million dollar equipment mid stream in the article. I simply responded, tellin the poster that ENDYN probably has AS MANY resources as INTENSE, since the guy has obviously delt with many of the same products and services. STOP PUTTING WORDS INTO MY MOUTH. It's obviously your only form of defense. Thirdly, I boldly stated in a recent post what my intentions for this thread were...and guess what? They don't include you creating drama. And lastly...shut the hell up. You obviously never wanted to help anyone on this thread in the first place.
Instead coming in and trying to help put our heads together about the ported blower idea, you'd rather come in and act like you know best. Since you know so much, whatever happend to the M90 swap that you were going to do? You've been here since June, and all of your posts make you sound like you know all. Do some research first bud.
Originally Posted by cawpin
I would like to add another point too. The engineers that design something don't know EVERYTHING about it.
True, however, this isn't just an engineer. This is a big company, EATON. They've been doing this for many years, and know alot about this. They probably tried many different ways of designing this blower before deciding to go with this design, and therefore will know what works and doesn't. This doesn't mean that the stock blower is best, obviously not. He (EATON) even stated that you can improve the outlet, but he also said that you have to be careful because you can hurt performance. As for this honda guy, just because he's ported alot of eaton's, doesn't mean he know's OUR eatons. I personally have talked to company's that have ported hundreds of EATONS, and lost power when they tried to do the same thing to our blowers. If done correctly, a ported blower will decrease temps, and increase flow, which is a good thing. Unfortunately, we don't know what works and doesn't work on these cars yet.
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Originally Posted by Bad06SS
No, I won't shut up, and yes you're wrong. I'm not throwing the idea of the ported blower out, in fact, I'm looking to do this to mine. You edited your first post, that's why you're saying "unless you quoted my post...". You're exact words were "neither of them are INTENSE". I didn't come in to start drama, I want to see what the results of a ported blower are. But don't act like what's currently out doesn't work either. I have not put any words in your mouth, I simply stated what it "looks" like you're trying to say. You need to change your attitude real fast. Instead coming in and trying to help put our heads together about the ported blower idea, you'd rather come in and act like you know best. Since you know so much, whatever happend to the M90 swap that you were going to do? You've been here since June, and all of your posts make you sound like you know all. Do some research first bud.
Instead coming in and trying to help put our heads together about the ported blower idea, you'd rather come in and act like you know best. Since you know so much, whatever happend to the M90 swap that you were going to do? You've been here since June, and all of your posts make you sound like you know all. Do some research first bud.1- Sounds like you need the attitude adjustment
2- Sounds like you'd rather come in and act like you know best. I posted the thread, THEN you posted all this trying to fabricate my thread, read my mind (as if my posts had a deeper meaning) and have not let it go, even after I corrected the original thread starter for YOUR sake and everyone else that might agree with you.
3- You obviously want to be the winner of this flame battle to avoid the humiliation, SO.....
4- I'm throwin in the towel and giving up since you've already stated before "No, I (as in you) won't shut up, and yes you're (as in me) wrong. So it would be pointless for me to keep going at this point since you've made it evident that you won't shut up and that I'm totally wrong.
So here's a message to all other viewers: DISREGARD EVERYTHING ON THIS POST INCLUDING THE THREAD STARTER SINCE IT IS APPARENT THAT I AM WRONG AND WORTHLESS TO THIS FORUM. JUST LEAVE THE THREAD. IF YOU CHOOSE TO TALK ABOUT IT ANYWAYS, COPY AND PASTE THE ARTICLE AND START ANOTHER THREAD, MAYBE NEXT TIME AROUND IT WILL BE DRAMA FREE. IF YOU'VE READ THIS MUCH YOU'VE GONE TOO FAR
One final statement: The "Honda guy" ports M62's...hmmm, sounds familiar. You ask how can that be? Because there were Eaton kits (Jackson Racing Superchargers) for Honda's long before the Cobalt was ever produced. OWNED. Like everything else, the M90 swap costs money. Even though I would love to just spend all I have on the proto, I'm not because I have other responsibilities and priorities. So it will take time.
Peace...
