This is not my thread...I will not entertain arguing with those that are blind, deaf, dumb, and mentally challenged .
Build Thread '83 T-top Coupe - Welding Holes in My Rear
- Thread starter Davedacarpainter
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Ok, can't say I want to go through the emblem restoration process again.
NOS will cost me about $120 though. Yet it sure is nice.
http://rover.ebay.com/rover/1/711-5...0001&campid=5335821607&icep_item=112163336118
NOS will cost me about $120 though. Yet it sure is nice.
http://rover.ebay.com/rover/1/711-5...0001&campid=5335821607&icep_item=112163336118
Grant, MoMo, leCarra,....
I've got it! Make a modular setup to swap from M90 to turbo! Unbolt this, unplug that, swap, plug stuff back in, you're good! Best of both worlds!
Honestly Dave, I would have a custom emblem made to match your green hood lettering. It would be cheaper, add a splash of that green to your interior, and be custom like the rest of the car.
I might actually look into that. I’ll have to have a custom Supercoupe emblem made for my trunk. I’ll just ask what they can do at that time.
HotFox
15 Year Member
Before this I have only heard: The dog ate my homework! Did you restore the emblem with animal fat?
ON SALE $20 off.
Send him a message. Tell him you'll send a Christmas card with $50 in it, in trade.
It could happen...Goats eat some berry in Morroco,..and we get Argan oil from the goat loads..Birds eat another bean in Kenya, and we get the worlds most expensive Coffee.....Yeah, maybe he's one of those "crafty" guys that can reassemble the emblem.
See Dave,....All you gotta do is follow the dog around with a baggie for about a week.
Then get out the super glue and fingernail polish.
madmike1157 said:
The tendancy to under size the M90 supercharger for applications that might end up 430 hp instead of 225 is unfortunate. The 1988-1992 Toyota Twin cam 1.6, 2.0 I4's and 2.5 liter I6's (JDM 4AGE 16 and, IIRC, 20 Valve 160 hp and the 2 liter 1995 LE S/C All-Trac to 1997 Previa S/C MPV Vans) had 85 cubic inch Ogura SC14 Superchargers, and they worked fine with EFi.
View: https://www.youtube.com/watch?v=ZjvguGufW_I
"Gonna be hard seeing the engine under the hood XD In the Previa the engine is under the seats LOL"
View: https://www.youtube.com/watch?v=w9AohzpXvvI
1.4 Liters per rev SC 14, 85 cubic inches per rev for 2.4 liter engine
1.2 liters per rev SC12, 73 cubic inches per rev for 2.2 liter engine
Later TX 15, 1.5 Liters per rev 92 cubic inches per rev for 2.4 liter engine
Based on what the Japense did on engines that only made 125 to 170 before boost, I can't understand 62 and 90 cubic inch blowers on US or Australian GM Vee-sixes.
On all the GM 3800 sixes, they are an absolute restriction, even if gasflowed for better air flow.
Today, Ford V8's and Dodges best Hemis use superchargers, and they get great part throttle economy compared to the peak power figures. Gas Guzzler tax sorted out the turbo verses Supercharger issues, and the part throttle pumping losses drop out due to proper development of screw blowers which are much bigger.
Again, based on the air flow figures, a 90 cubic inch per revoltion blower is just too small, an M112 fits right in with the same parts and its an easy swap.
I like the stock SC Tbird V6 parts. Check the other posts, M112's tend to cause problems with open plenumb intake spray pattern disruption.
Fords weird as heck SC Essex intake manifold was designed to get around a problem. So was the rear goose neck to the M90.
I've seen what happens with an M90 on a really good 4.1 inline six, it carries way too much heat and its just too small. Sure, it looks cool, sounds great, and performs, but based on what I know from other Rootes blowers like the 3/71, 4/71 and 6/71 on V6 229 Chevy and Mopar 3.9's, the bigger blowers reduce part throttle heat build up, and although you then have added boost and more heat issues at wide open throttle, and have to drop static compression and loose a lot of part throttle economy to run them, they just create such an impressive sound and electric acceleration.
Truck blowers on in line and V6 engines were a Kiwi and Australian drag racing institution, they were all carb fed, and they just performed so well with a big duration cam and as long as they were fueled up and never ran out of gas in anywhere in the rev range, they gave stunning results. Most impressive is the sound...V6's and in line sixes are a little bit International Grabage truck sounding, but once you boost them, they start to sound like a proper Detroit Diesel mixed with a raspy six cylinder sound.
With port EFi, it would be a shame to limit the inwards air flow.
A lot of the small Supercharger focus just leaves me shaking my head.
I agree with the other points.
I did discuss remote mounting the supercharger with Droopie.
Maybee a deep trans tunnel, and a drive shaft to a cabin blower might be able to make a HVAC system as well.
This is the Previa S/C mid engine system.....
Last edited:
The tendancy to under size the M90 supercharger for applications that might end up 430 hp instead of 225 is unfortunate. The 1988-1992 Toyota Twin cam 1.6, 2.0 I4's and 2.5 liter I6's (JDM 4AGE 16 and, IIRC, 20 Valve 160 hp and the 2 liter 1995 LE S/C All-Trac to 1997 Previa S/C MPV Vans) had 85 cubic inch Ogura SC14 Superchargers, and they worked fine with EFi.
View: https://www.youtube.com/watch?v=ZjvguGufW_I
"Gonna be hard seeing the engine under the hood XD In the Previa the engine is under the seats LOL"
View: https://www.youtube.com/watch?v=w9AohzpXvvI
1.4 Liters per rev SC 14, 85 cubic inches per rev for 2.4 liter engine
1.2 liters per rev SC12, 73 cubic inches per rev for 2.2 liter engine
Later TX 15, 1.5 Liters per rev 92 cubic inches per rev for 2.4 liter engine
Based on what the Japense did on engines that only made 125 to 170 before boost, I can't understand 62 and 90 cubic inch blowers on US or Australian GM Vee-sixes.
On all the GM 3800 sixes, they are an absolute restriction, even if gasflowed for better air flow.
Today, Ford V8's and Dodges best Hemis use superchargers, and they get great part throttle economy compared to the peak power figures. Gas Guzzler tax sorted out the turbo verses Supercharger issues, and the part throttle pumping losses drop out due to proper development of screw blowers which are much bigger.
Again, based on the air flow figures, a 90 cubic inch per revoltion blower is just too small, an M112 fits right in with the same parts and its an easy swap.
I like the stock SC Tbird V6 parts. Check the other posts, M112's tend to cause problems with open plenumb intake spray pattern disruption.
Fords weird as heck SC Essex intake manifold was designed to get around a problem. So was the rear goose neck to the M90.
I've seen what happens with an M90 on a really good 4.1 inline six, it carries way too much heat and its just too small. Sure, it looks cool, sounds great, and performs, but based on what I know from other Rootes blowers like the 3/71, 4/71 and 6/71 on V6 229 Chevy and Mopar 3.9's, the bigger blowers reduce part throttle heat build up, and although you then have added boost and more heat issues at wide open throttle, and have to drop static compression and loose a lot of part throttle economy to run them, they just create such an impressive sound and electric acceleration.
Truck blowers on in line and V6 engines were a Kiwi and Australian drag racing institution, they were all carb fed, and they just performed so well with a big duration cam and as long as they were fueled up and never ran out of gas in anywhere in the rev range, they gave stunning results. Most impressive is the sound...V6's and in line sixes are a little bit International Grabage truck sounding, but once you boost them, they start to sound like a proper Detroit Diesel mixed with a raspy six cylinder sound.
With port EFi, it would be a shame to limit the inwards air flow.
A lot of the small Supercharger focus just leaves me shaking my head.
I agree with the other points.
I did discuss remote mounting the supercharger with Droopie.
Maybee a deep trans tunnel, and a drive shaft to a cabin blower might be able to make a HVAC system as well.
This is the Previa S/C mid engine system.....
GAAACK!
I’ll be sticking with my little M90. I’m one of those guys that needs a limiting factor or I might just as well as get a grenade now, pull the pin and toss it on top of the engine.
It’ll save me time.
On a different topic. Has anyone bought one of those HF sandblasting cabinets here? I was considering that. I still have a bagillion small parts I would like to clean up.
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