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| 3800sc Swap Complete Parts List (Page 3/11) |
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Shho13
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MAR 17, 12:40 PM
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Amazing post and lots of valuable information here. Thanks for documenting your swap and all the information so well!  ------------------
"Discord"
Red 1988 GT under restoration!
Let's Go Mets!
( ͡° ͜ʖ ͡°)
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AustinH
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MAY 09, 06:07 PM
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removed [This message has been edited by AustinH (edited 05-28-2020).]
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LornesGT
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MAY 09, 06:52 PM
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It’s not like I am an expert but the crank becomes positive so I believe the flow will be opposite of your explanation.
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AustinH
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MAY 09, 08:26 PM
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| quote | Originally posted by LornesGT:
It’s not like I am an expert but the crank becomes positive so I believe the flow will be opposite of your explanation. |
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Air through the PCV valve can only travel the direction shown. Intake vacuum sucks air directly into the blower through the PCV from the crank case.[This message has been edited by AustinH (edited 01-24-2021).]
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AustinH
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MAY 31, 09:02 AM
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removed [This message has been edited by AustinH (edited 05-28-2020).]
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AustinH
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JUN 18, 01:55 PM
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Removed. [This message has been edited by AustinH (edited 01-13-2020).]
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DimeMachine
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JUN 18, 06:30 PM
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Fantastic thread young man! I'll be watching as you seem to be doing a fine job!
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84/87 NB, 3800SC, E-85, VS Cam, 2.8 Pulley, 4T65E-HD, HP Tuners, AEM Wideband, Regal GS Gauges, S-10 Brake Booster. 1/4 mile -11.85 at 114mph
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DimeMachine
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JUN 18, 06:33 PM
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You seem to be very analytical in your approach - researching and then making informed decisions. Curious what your conclusion was regarding the Gen 3 M90 ported vs Gen 5.
Thanks!
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AustinH
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JUN 18, 06:54 PM
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removed [This message has been edited by AustinH (edited 05-28-2020).]
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DimeMachine
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JUN 18, 09:19 PM
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| quote | Originally posted by AustinH:
Hey Dime.
I honestly picked up my Gen V + the two series III heads + the Lower Intake Manifold for $150 total... maybe got lucky.
The hype online is that a ported Gen III blower is equal airflow to a Gen V blower.
I think that the 13% less HP parasitic and 15% less heat would remain with the Gen V blower however.
Here are the exact numbers from Eaton found here: http://www.grandprixforums....en-five-gen-5-a.html
The 90-cubic inch Gen V supercharger is very compact. Its housing includes the throttle-body adaptor, crankcase ventilation plumbing,
coolant passages, the evaporative emissions purge valve and the rotor
drive mechanism. The drive mechanism is sealed and permanently
lubricated, obviating the need for oil connections and eliminating a
potential source of leaks. Moreover, the Gen V features all-cast
components and a larger, low-restriction outlet port. The tuned inlet
port is also less restrictive, compared to previous-generation
superchargers, allowing a larger (75 millimeter) throttle body. As a
result, more air is pumped by the supercharger through the Series III’s
induction system. The Gen V’s rotor is finished with Abraidbable Powder
Coating (APC) rather than epoxy. APC is a patented material containing
graphite that is electrostatically applied to the rotor and baked on. As
a result, the rotor requires less clearance within the supercharger
housing, resulting in less leakage around its edges, greater airflow at
a given operating speed and lower operating temperature. The Gen V’s
rotor bearings have been enlarged to increase durability and reduce
operating noise and vibration.
As a result, the Gen V operates at considerably higher efficiency than
its predecessors. At wide open throttle, the Gen V turns at 700 fewer
rpm (a 9 percent reduction), draws 13 percent less power from the
crankshaft, decreases operating temperature 15 percent and increases
volumetric efficiency 9 percent. For the customer, that means a 9
percent increase in horsepower (see product specifications), and best-
in-class acceleration times for the Grand Prix.
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Ha. Makes it an easy decision when a deal like that falls into your lap....
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