I would recommend a small trani cooler to cool the trani fluid about 20* F. Mine measures only 10" x 4" x 3/4" thick. If it'* one of the super efficient types, it doesn't have to be too big. You don't want to run too cool. For every 10*F drop in trani fluid temp, you double the life of the trani, so 20* F is significant. Need to be able to handle the extra 30 hp & 50 ft-lbs you're gonna get with the 3.4" pulley.

The Eaton Model 62 supercharger was engineered for 2.0L to 4.0L passenger cars and light truck engines. It was designed as a compact, flexible supercharger for increased power without adversely affecting fuel economy. The M62 has proven to be suitable for other engine sizes depending on overall system requirements.

Most installations see a realistic 40% plus increase in power output.
Eaton Superchargers will work effectively in any orientation (Flat, upside down, on edge).
Different length drives are available, giving the custom installer flexibility in the placement of the supercharger.
The M62 is available for counter rotating engines (2 Piece Drive).
A Bypass Valve is included with every supercharger, two different Bypass Valves are available, one that mounts directly on the intake port, and one for remote mount.

At 14000rpm and 5psi of boost it flows 460cfm. But at 10psi it flows 440cfm. Picture what the people running 13-16psi are getting in terms of actual flow.
The temperature is also night and day between 5 and 10psi. At 5psi (14000 rpm) the delta temp is 115deg F. Move that up to 10psi and we get 180deg F.
Now lets look at the parasitic losses associated with this supercharger. At 10psi and 14000rpm we lose 36hp trying to spin it. Wow I hope the gains are more than 40hp! At 5psi we only lose 24hp. They really should come up with better lubricants for these things!

Silver Bullet, Where did you find all those specs you just listed :?: :?

Wow...Okay. Alot of numbers there. I can really relate with alot of them but if we are going to quote numbers like tha, it would be great if we had a refrence (i.e. someone has read up on supercharger efficiency . Gives us a website!!! This is good info here. BTW I miss Ontario but NS is OKay...

So onto the M90:

The Eaton Model 90 supercharger was engineered for 3.0L to 5.7L passenger cars and light truck engines. It was designed as a compact, flexible supercharger for increased power without adversely affecting fuel economy. The M90 has proven to be suitable for other engine sizes depending on overall system requirements.
Most installations see a realistic 40% plus increase in power output.
Eaton Superchargers will work effectively in any orientation (Flat, upside down, on edge).
Different length drives are available, giving the custom installer flexibility in the placement of the supercharger.
The M90 is available for counter rotating engines (2 Piece Drive).
A Bypass Valve is included with every supercharger, two different Bypass Valves are available, one that mounts directly on the intake port, and one for remote mount.

Now looking at the M90'* flow rate we see 540cfm at 5psi and 520cfm at 10psi. It still gets the same level of loss as boost goes up as did the M62. The temp at 5psi is 120deg F and 190deg F at 10psi. Interesting it runs hotter huh? So all that flow creats more friction and hence more heat, our enemy. I wonder how much power it takes to spin this joker. Well at 5psi we have a parasitic loss of about 29hp but move that up to 10psi and we lose an astounding 44hp! And this is supposed to be the better model? Yeah yeah I know, 100cfm is a big difference. But it comes at a cost of heat and power required to spin it which pull your gains down. Just thought I'd drop some interesting info on you


It was some good information I copied off one of the other members of this site many months ago. It makes perfect sense with all scientific facts known about superchargers adiabatic effiency. Also one of the reasons why it is so important to keep the intake heat as cool as possible and to try to make as much power at as low a pressure as possible, unless adding an intercooler.

The bullet is dead on (again). This is why cooling the Series I L67 by any means possible is critical. Far more critical than the Series II, just because of the heat effect differences between the blowers.

My vented engine cover, drilled 180° stat, CAI, tranny cooler, etc (even the smaller foglights allow for better airflow) all help keep my temps down for better boost efficiency, as well as longer drivetrain life. I'm still working on a cooling duct for the SC itself.

The engine cover keeps the nosedrive about 8° cooler, the stat bought me about 10° in coolant temp (coolant runs through the SC and the TB), the trans cooler bought me about 20° there (which helps cool the engine as well). Overall, my SC is probably running at least 20-30° cooler than stock, even with the 2.2" pulley. This is just an estimate.

This doesn't mean that the Series II doesn't have this problem, it can still benefit from the same things, it'* just not as bad as the Series I with the M62.

Now go to a smaller pulley, and it'* even MORE critical. There'* some more rough specs on these 2 blowers in Techinfo, Specifications.

on pfyc there are 2 different tranny coolers on there.. theres a big one and a small one. Any recommendations?