Not sure why my comments are being deleted. I trust it's the Google overlords. I put my email address in the last two comments I posted and the algorithm might have misinterpreted that as something it's not. I'm simply trying to connect with you Ray. I need some answers that I know I could get if I dumped a bunch of money into buying up parts, but I am hoping to avoid that. I will give this one more try.............. Your vids have sent me down an awesome rabbit hole trying to sort out how I can use one of the 1320 TVS S/Cs on my 02 Bonneville's 3800. I want to use the intake "hat" with the intercoolers as well. I have been searching the iNet for two weeks on this. I have a lot of answers, but still some questions. In particular, I'm looking for a bunch of different dimensions or measurements. I'm also trying to determine if there is any interchangeability between the different versions of the Eaton TVS1320 that have been used by various manufacturers. For that matter, I wonder I could do some component swapping between the different size TVS S/Cs as well. My big concern is the snout length. If you have the time and interest please let me know if there is anyway we can connect. If you're game, I could post my questions here for all to learn from. Much appreciated.
Yes, I noticed that if you put any kind email or other link in a comment.... it will be deleted. I've noticed that there is very little interchangeability between the different TVS1320 superchargers. So, if you want to use a particular intercooler, you will probably have to use the supercharger that came with it. I doubt any of these TVS intercooler hats will fit the older Eaton M90 without extensive modification
@@raysoto1969 Sorry if I wasn't clear. I want to use the Jag TVS1320 with their intercoolers. The M90 is limited and I would like to attempt to get into the 400 hp range without extensive internal mods or going turbo. What I really need is some dimensions. Can you provide or point me in the right direction? Looking for: - overall length, width and height of the Jag 1320 with the intercooler manifold attached. - length of the s/c housing including the snout - length of just the snout - width of the bottom of the intercooler manifold as measured from the center of the left intake ports to the right intake ports I know this will stick through my hood, but how friggin cool would that be!
@MCrosby98 oh ok..... err... I don't have that kinda supercharger on me. Personally, I've never relied on measurements from the internet on things like that. If you're serious about doing this (which would be awesome)... I'd just go and purchase that supercharger with intercoolers, and then from there, you'll have a much better idea of what needs to be done to make it fit.
@@raysoto1969 Thanks anyway. I should have noticed you were working with the V8 S/Cs. Looks like I'm heading to Ebay. If this works out I may pursue the larger TVS1900 for my Nova. I was going to turbo its 4.8, but everyone is doing that. I do like different!
@@MCrosby98 yea, turbocharging is for amateurs. Superchargers are a blast to drive. You should make a video about your 1320 TVS build! That would be very interesting
Just a minor point for people less familiar. When performance guys talk about running lean hurting engines they mean stoich or very close to 14.7 to 1. A truely lean mixture will be down on power and heat and cannot cause that sort of damage. So the aim is to stay a fair bit richer than 14.7 to 1.
@jeroendegroot8326 If you don't connect a light to the L wire and you just have it connected to 12 volts directly, it will burn out. Also, some other style alternators must be used with a light bulb as they don't have multiple choices like the CS alternator.
@84SS931 depends... if your black wire goes to the same circuit that goes to your ignition, then you will need a diode. But if the black wire is isolated from the ignition when you turn off the key, then no diode is needed. Alot depends on the ignition switch. If the ignition switch is very simple and everything is connected to the same wire that comes out of the ignition switch... then you will need that diode. If you have one of the ignition switches that have a bunch of wires coming from it, then all those wires will be isolated when you turn off the switch, and then a diode will not be needed
@@armcchargues8623 It's a vacuum source for the bypass valve. At high vacuum, the bypass valve is open (idle)... At low vacuum (full throttle) the bypass valve closes under spring pressure... full boost
I stumbled upon this video and all I have to say is wow. Absolutely fascinating Ray. Nothing interests me more than something unique that is done on a low budget. You really have my wheels spinning. I have three projects. Two Pontiacs with the 3800 N/A V6. One I want to supercharge and one I intend to turbo. The L67 3800 M90 has it's limits so I was thinking of twin-charging it with a small turbo. Now I'm curious about the Jag M112. Seems to me this would allow me to go further with the boost and boy would it look cool. The third project is a 4.8 LS Nova. I was going to turbo charge this too, but I wonder what the larger TVS supercharger would do instead. The built in intercoolers are trick. Have you considered 3D printing for the SC to intake adapters? If you had a 3D scan of both mounting surfaces you could merge the two in software and customize it as needed and then send the file to a 3d printing company that can print with high temp filament. Is there a source for details on the different superchargers used by jag/Rover over the years? a Wiki perhaps? Keep up the great work. Thanks for sharing.
Be awesome to make the twin super charger cross ram work on a stroked out 400 to 513 cubic inch Mopar especially if you could find a way to mount the carburetors on the top of the superchargers, like maybe a six pack or dual quads on each one would be an absolute torque monster
Love this video. I just wish I actually could find one of these supercharges for as cheap as you are saying. Even car-part doesn’t list a single auto wrecker with one for sale :(
@yy4u2h8me the TVS rotors will physically fit inside of the older supercharger housing... however, the inlet & outlet are not shaped & contoured correctly for TVS rotors. In fact, it would run far less efficiently than with the original rotors. Therefore, TVS rotors are only compatible with the same supercharger case.
New to working on Cadillac V8s. I'm assuming an intake that's more common in junkyards such as one from an Olds 403 rocket or Pontiac won't fit the 368, would that be correct?
I am guessing that with adequate knock resistance and perfect timing, that could make 400-500hp. The cylinder walls aught to be thick since the bore is so much smaller than 307/330/350/403.
The m90 dont support a whole lot of power gains though, there's a guy on a forum page i follow adapted one on to a GM 5.3 and netted just 60hp over the engines stock out put
The M90 is kinda small for a V8... it can still increase power over naturally aspirated, but the small increase isn't worth the trouble of adapting it. An M112 would yield a better increase.
Did you put the 301 on Dyno how many pounds boost does it make, I have one off a Buick 3.8 makes 11 pounds boost, but that’s running a normal size pulley, what would have been used In the 3.8
@brianbloom1799 No dyno yet, so not sure about horsepower & boost levels. The supercharger from the 3.8's has a fairly large pulley... the pulleys on the Jaguar superchargers are significantly smaller
Well hot dam....that is by far the best most instructive hei module description I have ever seen....BAR NONE. I got some ideas on that 5 pin retard. excellent!!
Hi Ray, I’m from Australia I’ve got a roadster with a Cleveland 351 with two supercharges m90s and I have that problem when it idles. Can you explain where you’ve got that valve and how it works please I love your set ups i’ll try sending you a picture I’m not real good with these phones
@@charlietabone6162 The bypass valve is from a supercharged Mini Cooper. It is arranged so that excess pressure from the lower intake is recirculated to the inlet of the supercharger. This valve is open at idle and closed at full throttle
@@raysoto1969 that really doesn't apply to power adders the same as, the low end loss, comes from the vacuum signal from the cylinder being farther and weaker on the jets in the carb, but the blower is sucking on them, and once it hits boost in should be in the power band, so you can get away with much longer runners and plenum volume, because the power adders makes up for the loss a na motor would have.
A physics question. The blower has an intake hole of a certain area, is their anything to be gained by fitting carbs/ throttle body's with more cross sectional area? Like when fitting big carbs to an engine with an inlet of 40cm2 and carb of 50cm2 - atmosphere blows air in at 14.7 psi, once zero psi is reached at the 40cm2 you can't flow anymore, (. you can't suck harder than zero psi- a suck is just a pressure drop, atmosphere being the blow) Air speed and flow is dictated by the smallest part of the inlet up wind of blower. Tell me the thinking behind the 4 barrel intake? The throttle body your using is definitely the best option.
@peterjohn3180 I know what you are saying... The hole for the carburetor is much larger than the intake on the supercharger. But you need to consider the individual venturi sizes on the carburetor... All four equal less than the intake on the supercharger.
If you open the end covers of these super chargers is it maybe possible to flip the housing in the middle ?... so you can keep the front and back cover in the same orientation ?.... Maybe you have to modify the locating bushings... but this way you won't have to grind out the eyebrows 😀
@gertjevanpoppel7270 it is actually possible to flip the rotors 180 degrees inside of the case.... the problem is that the inlet & outlet will then be in the wrong location, and the supercharger will not flow at all
