series 3
01-31-2004, 04:18 PM
#11
Senior Member
Certified Car Nut
Originally Posted by zzzzzeke
no...its a different supercharger on the series 3
i know its not the mp112, but its a more efficient one like the 62 to the 90. pretty sure its some kind of 112
it obviously has more horsies, no saying it couldn't come for engine mods
i know its not the mp112, but its a more efficient one like the 62 to the 90. pretty sure its some kind of 112
it obviously has more horsies, no saying it couldn't come for engine mods
MP112 Intense blower, on $20k intense engine...
)
02-02-2004, 08:49 AM
#18
Senior Member
Posts like a Camaro
this is really the series III, but the author wrote series II a few times... (this is from holden'* media site)
"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. "
matt
"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. "
matt
02-02-2004, 10:55 AM
#20
Senior Member
Certified Car Nut
If you use regular during the week, and premium on the weekend, you'll spend more on gas because of the horrid mileage you'll get with the PCM constantly readjusting. Stupid aussies..... (save the GTO builders!)
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S1ofDSS
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03-02-2003 04:53 PM