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  1. #1
    Donating Users moddman's Avatar
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    Default Eaton_Supercharger_Porting_Info

    There are many different opinions and views regarding how to modify the M-Series, roots type, superchargers made by Eaton. In a recent discussion on another forum, a lot of information was uncovered, along with a solid contact within the EatonCorporation itself. This thread will outline the findings and what is recommended by the manufacturer itself.

    Both the M62 and M90 (most common on this site) are at their peak efficiency levels from the factory. Although running a smaller pulley is the easiest way to generate more power with these applications, it is also the easiest way to push the blower out of its efficiency range and produce gobs of heat. Heat, as you know, is the enemy of all F/I applications. Roots type superchargers, although extremely reliable, are the least efficient due to their drag on the engine by belt as well as their tendency to generate good amounts of heat in regards to the IAT (Intake Air Temperature). Eaton addressed some of these issues when they created their new line of TVS blowers; however, this thread is only concerned with the M-series blowers.

    From Eaton.com:

    "Eaton manufactures highly engineered, roots-type positive displacement superchargers. The Eaton supercharger increases torque across the entire operating range without compromising drivability or emissions. This allows vehicle manufacturers the option of using smaller, more economical 4- and 6-cylinder engines, without perceived loss in power train performance. Additionally, the supercharger incorporates a bypass system to reduce air handling losses when boost is not required, resulting in better fuel economy. Typical applications are on engines with displacements of 1.8L to 5.3L.

    All aftermarket and service (rebuilds) are handled in the United States by Magnuson Products, (www.magnusonproducts.com) and in the Oceania-Asia-Pacific region by Harrop Engineering. (www.harrop.com)

    The Eaton Supercharger - One Simple, Powerful Solution.

    Eaton’s Air Management Systems Division designs, manufactures and markets modified Roots-type positive displacement pumps, also known as “superchargers,” for the original equipment and aftermarket industries."

    When it comes to modification of these superchargers, the common areas of modification are:

    Porting of the inlet portion of the housing
    Porting of the internal housing
    Porting of the outlet plate of the housing
    Porting or Plugging of the "holes" on the outlet plate
    Running a smaller pulley
    Heat reduction, supporting modifications

    The basic idea here is to increase CFM without raising IAT's. As most people on this site drive vehicles with the LSJ engine, M62 application, I will focus on that. These basic principles can be carried over to any other application using an M-Series blower. It should be noted, that the M-series superchargers are effectively air pumps. They do not internally compress the air themselves, but push it into the lower intake manifold. It is in the lower intake manifold that positive pressure emerges. Most folks think Eaton's roots-type units are actually squeezing the air like a screw unit. This is not the truth. No air passes between the rotors, the air is guided by the rotors along the sides of the housing; hence, no internal compression of air.

    Porting the M-Series Supercharger:

    It is not a good idea to remove too much material from any portion of the blower. Extreme porting of the blower will disrupt the air and will reduce efficiency greatly. A light porting of the inlet housing will help increase intake CFM of the pump. Typically, if a TB (throttle-body) upgrade is available, it helps to match the TB port size to the inlet port for a smooth intake of air with minimal disruption. Smoothing this opening up and enlarging it slightly will help introduce more air into the rotor housing which can then be "pushed" into the lower intake manifold. The inside of the housing can also be lightly ported to increase internal surface area. It is important to note, that internal porting of the rotor housing should be very minimal. Basically, remove any and all casting flashes and ensure complete symmetry while removing as little material as possible. Removing too much material will interfere with air flow and the functionality of the rotors. The output plate at the base of the M62 housing is what can be modified the most. This plate has one large triangular and two small oval passages in it. Right now, we'll focus on the large triangle. This is the passage that air is pushed through by the rotors to create a positive pressure in the lower intake manifold. This passage can be opened up slightly and smoothed out for best flow. Opening it up too much will also disrupt airflow. This is the most porting that should be performed on an Eaton M-Series blower to maintain efficiency.

    Air Leakage Ports:

    The two oval slots on the output plate are air leakage ports. Their only purpose is to decrease operational noise from the blower. Arnie, from Eaton Corp., explains their function like this, "When you stomp on the gas, the boost shoots up and the air flow goes supersonic. The air then slams back into the output plate and through the leakage slots, which reduces the hammering of the air into the housing causing less noise. The OEM can not have such loud NVH, that’s why we put them in the housing. The 2 small ports are not there to feed air, only to reduce noise." Basically, for the best flow and most efficiency, these ports can be blocked off, making the outlet port (triangle slot) the only port on the outlet plate of the housing. Closing these ports will not increase IAT's; however, it will make the supercharger much louder when in boost. As an example, aftermarket supercharger companies, such as Harrop, Roush and Magnuson do not use these slots in their blowers. It should be re-stated, that you should consult professionals regarding closing these ports; and do not, for any reason, plug them with JB Weld. Improper closure could eventually lead to pieces coming apart and loose debris destroying the rotors and housing. Opening up these ports will only have a negative effect on efficiency. Do not port them.



    Please take TVS_SS' comment into consideration while modifying your Eaton Supercharger. If you choose to close the leakage ports, do so knowing the risks and consult professionals like Magnuson, Harrop or Eaton before making final decisions.

    Arnie, as mentioned earlier, is Eaton's Performance Products Training Instructor and has made himself and his team available for questions regarding their product and modifying it for best performance. Please visit http://www.eatonperformance.com and you will see an area "Ask the Experts." Any questions will be answered as best as possible as time permits (they receive 100's of questions a day).

    Running a smaller pulley:

    Reducing the size of the pulley increases both response time and maximum RPM of the supercharger. The stock pulley sets the M-62 blower at maximum efficiency and reducing pulley sizes does reduce efficiency. Porting the supercharger and using supporting heat-reduction modifications can help negate these negative effects of increasing boost by using the smaller pulley. While they do help reduce the negative effects of increased IAT's, these supporting modifications can only help so much. The increased IAT's produced by using any smaller than a 2.8" pulley will most likely not be able to be reversed by these supporting modifications. It is not recommended to run pulleys smaller than 2.8”; however, all cooling modifications with methanol injection may make it possible to see benefits from a 2.7” pulley. 2.5” and 2.6” pulleys bring the supercharger way past its maximum RPM range and will significantly reduce the life of the supercharger. Keep that in mind.

    Heat Reduction, Supporting Modifications:

    The increased IAT's created by running smaller supercharger pulleys can be prevented by using several available heat reduction modifications. These modifications are the dual-pass endplate for the lower intake manifold, secondary heat exchanger, and methanol/alcohol injection. At the very least, increased cooling by running the dual-pass endplate and a secondary heat exchanger should be used when running pulleys smaller than stock. These cooling modifications will help reduce higher IAT's that may cause detonation and possible serious outcomes like blown engines. It is important to use an AFR (Air/Fuel Ratio) gauge when modifying the supercharger to make sure you maintain proper AFR and do not go too rich/lean. It is also highly recommended that you get a dyno tune after any modification to the engine to optimize performance and ensure safety.













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    ey,ZZP Coupler,NGK PLUGS,L67 Coils,INTENSE 1.8 RR, Custom PCM Tune, ZZP Stage 2 IC, 180* T-Stat, 42LB RE-FLWD Inj.

  2. #2
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    Default Re: Eaton_Supercharger_Porting_Info

    Surprised by two things: No other posts and the sticky with the former.

    Source for those interested: http://www.cobaltss.net/forums/2-0l-...n-guide-95307/
    Last edited by matt5112; 02-22-2012 at 09:19 PM.

  3. #3
    Turbo is the way to go. dsmuts's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Why does it talk so much about the m62 i only know one person on here running a m62
    98 GTP modded 1.9's, sd headers, 3.4", zzp 1.0 230K miles scrapped.
    04 Comp G zzp stb's, UMI ta's, Speedbuilt sways, bully flo heads, XP, zzp headers, fsic, thrasher shift kit, 60#, 2.6" corsa 2.5", Inferno hood
    01 gt z7 turbo tep trans zzp motor

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    Default Re: Eaton_Supercharger_Porting_Info

    see my post above yours, edited it.

    Its based on cobalts.

    Its also very vague, and misleading.
    Last edited by matt5112; 02-22-2012 at 09:38 PM.

  5. #5
    GT Level Member K Kraziee's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Will having a ported supercharger help my car go into boost without pushing the pedal as hard? I have the stock 3.8 pulley, and it seems I have to push the gas a quarter of the way down to start buliding boost.
    DD: 2000 Pontiac Grand Prix GTP

    3.5 ZZP MPS, HAI, ZZP Ported Throttle Body, PLOG, 3" Catless DP, Water pump and Alt. UD Pulley, Custom Tune

  6. #6
    Turbo is the way to go. Fivefingerdeathpunch's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Quote Originally Posted by K Kraziee View Post
    Will having a ported supercharger help my car go into boost without pushing the pedal as hard? I have the stock 3.8 pulley, and it seems I have to push the gas a quarter of the way down to start buliding boost.
    No.

    You have to reach a certain throttle % before the car will enter performance enrichment and likely shift into a lower gear thus upping the RPM and boost is made.

    SMGPFC Member #1

  7. #7
    GT Level Member K Kraziee's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Ok, so basically it won't do much if I stay with a stock pulley?
    DD: 2000 Pontiac Grand Prix GTP

    3.5 ZZP MPS, HAI, ZZP Ported Throttle Body, PLOG, 3" Catless DP, Water pump and Alt. UD Pulley, Custom Tune

  8. #8
    Turbo is the way to go. Fivefingerdeathpunch's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Even if you dropped pulley sizes, it will won't enter boost that much quicker.

    Porting the blower is just for ease of air flow with some other minor witchcraft.

    SMGPFC Member #1

  9. #9
    GT Level Member K Kraziee's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Alright, just wonderin. thanks
    DD: 2000 Pontiac Grand Prix GTP

    3.5 ZZP MPS, HAI, ZZP Ported Throttle Body, PLOG, 3" Catless DP, Water pump and Alt. UD Pulley, Custom Tune

  10. #10
    SE Level Member stockGTforlife's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    how would one go about plugging the air leakage ports? just weld it or...?

  11. #11
    DUI BABY Bio248's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    welding them.

    i used an aluminum epoxy and that worked well, but i wouldn't recommend it.

  12. #12
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    Default Re: Eaton_Supercharger_Porting_Info

    Looking at the full blower casting, I would think making a plug the fit the slot tightly and just Tig tacking on the ends where the casting is thick should be OK. Aluminum dissipates heat quickly. Actually. Where the slot cuts/notches into the side of the thicker perimeter casting, you could probably get away with just one good tack there. I'm new to this blower so I'm trying to get all the info and think of all things to do to efficiently pass more air. As all of you are also.

    Mark L

  13. #13
    SE Level Member Space Dynamics's Avatar
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    Question Re: Eaton_Supercharger_Porting_Info

    Just to be clear, these are the 'air leakage ports' they were talking about?
    Attached Images Attached Images

  14. #14
    Turbo is the way to go. Fivefingerdeathpunch's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Correct.

    SMGPFC Member #1

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    Default Re: Eaton_Supercharger_Porting_Info

    Ok, I don't have a GTP YET, but I plan on getting one. I'm thinking of ways to bring down the temperature of the supercharger itself. How do you fill/ check the oil? Is it like most differentials where you have a lower point to drain and a higher point is to where the oil is supposed to be to? I'm assuming the oil is pretty thick. How about hooking a pump to the drain port that pushes the oil to a oil cooler and then returns the oil via the fill point. Do you think it would cool the S/C enough to make any power increase? The least it will do is increase S/C life. I'm a Pontiac nut. I love Birds and Prix's. I've got an 01 GPGT. Buying a GTP soon but have a GTP power train I'm getting before that. Going to rebuild it and trying to do a thorough, complete job.

  16. #16
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    Default Re: Eaton_Supercharger_Porting_Info

    That is some pretty basic information that a little research would answer. there is not a lower drain plug on the supercharger Just one to suck it out and refill. As for running a cooling line. NO
    2007 Grand Prix GT. Pacesetter headers, 1.8 roller rockers, CAI, HPTuned, 3.4pulley, TEP transmission, DIY ported heads, 90# springs, rollmaster single timing chain, fuel pump rewire, poly mounts/performance suspension, Impala front brakes drilled and slotted rotors.
    Past Grand Prix- 97 GT, 03 GT, 04 GT, 04 Comp G.

  17. #17
    Killa Bee Scottydoggs's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    the rotors make the heat, not the gears and oil int he snout.

    you can get a intercooler to help but they still get hot. ask me how i know, i got one. only thing so far that keeps it cooler is meth/water injection. after a 1/4 mile run at the track i can lay my hand on the blower and leave it there. ( with out being burned)

    98 Buick Regal GS, F body brakes, Caddy STS wheels, tinted tails L36 bottom end, lightly ported heads, 1.95 roller rockers, headers, 2.8, FSIC, 42 lb injectors, a BrandonHall rebuilt trans, DHP tuned and AEM water/Meth injection https://goo.gl/gpV5kW

  18. #18
    GrandPrix Junkie CrazyGuy03's Avatar
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    Default Re: Eaton_Supercharger_Porting_Info

    Lmao remember the snout oil intercooler thingy? Classic fail
    2003 Buick Regal GSX lots of mods - click here to see latest build - http://www.grandprixforums.net/threa...ld-for-the-gsx

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