Found on google groups alt.auto.gm The last paragraph has good data regarding the gen V

EATON GEN V SUPERCHARGER
The 3800 Series II SC is fitted with the most-sophisticated
supercharging technology available: the segment-exclusive Eaton Gen V
supercharger. So equipped, the 3800 Series II gives the 2004 Grand Prix
class-leading output and acceleration, with the overall “drivability” or
flexibility that sport sedan and coupe buyers expect over a broad rpm
range.


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’*
induction system. The Gen V’* 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’*
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. Moreover, the 3800
Series III SC does not require premium fuel, and even with regular it
produces as much power as the Series II. A Grand Prix owner might use
regular for workweek commuting, then fill with premium for more
spirited, enthusiast-style driving on the weekend.

That last paragragh is assuming a STOCK Pulley and STOCK PCM.

Correct on both superchargers. Which is the best comparison we can get to show how much can be gained from a Gen V

I think I'm gonna love this one.

Bill, what happens when I pop the 2.9" on it.

You veer off topic and probably detonate unless your injectors can handle the fueling.

.....or I supplement with a bit more Methanol in my injection mix.


How can the Gen V turn 900 fewer rpm when the pulley size of 3.8" is the same as the Gen 3 :?:

30 hp almost guaranteed.

Prolly different gearing in the nose?

Far as I know..there isn't any gearing in the nose to change. Possibly the pulley isn't a 3.8", it could be slightly larger?

Intense says that the L67 and the L32 share the same 3.80 pulley

I fully agree Pat..

Having seen a nosedrive shaft connected to a rotor, the question of how the article mentions less rpm at the same wot..is a question. Unless WOT rpm was dropped