Supercharger Swap

i was actually looking into the 2300 series, here is where i was looking, and it looks like the AX series is the one that would be best suited, as the inlet is opposite the snout, while the AR has a top mount. that also is interesting though, as if you got the top mount, you could hook up a ram air setup that wouldn't have any bends in the intake system, only problem is the maf sensor, but something could be fabricated.

i've done a lot of thinking on this, and i've also wondered if the rotors could be swapped out of the 1600 and into the m62! i know that the lysholm blowers are now owned/made by eaton, so i've been thinking the casings are the same, or very similar, as you stated with similar mounting points, so i figure if you found the blower to be a direct swap, then you found the blower with the swappable rotors, and that could be cheaper than buying the whole unit, and have the stock look!


i am very interested in what you find out about which blower has the direct mounting points, please let me know if you find one!

Few things:
Last time I checked there were 3 MAP sensors on the vehicle and a MAF.
1. A MAP on the top of the S/C above the bypass valve
2. A MAP on the #1 Cylinder intake port.
3. A MAP on a bracket below the diaphragm of the bypass near the oil filter coming from the block.
4. The MAF between the air box and intake pipe to the blower.

That's Ambient, Manifold before and Manifold after the rotors along with Mass Air Flow entering the system by way of the MAF sensor or something like that.

Someone who owns a RL and has 40 minutes to play around can unbolt each one and post the Bosch part numbers for each and I'll tell you the range, what it does and why. (include the MAF too)

On to the blower.

A Roots positive displacement blower rotates the opposite direction of a twin screw blower. The Eaton traps air in the lobes and it travels around the outside of the rotor using the body of the blower as the seal for the air trapped in the valley of the rotor.
A Twin screw positive displacement blower takes air in one end and as the screws mesh the chamber the air is trapped in decreases in size compressing it until it's expelled out the other end.

Just swapping out rotors for screws wont work without also swapping out the neck for proper gearing. Plus I don't think that it's that simple because the housings may look about the same, but they are different internally.


The Generation of the M62 Supercharger on the LSJ motor is the latest model available and 60% more efficient than even previous generations. It's so new that it's only used on the LSJ motor at this time and while it's not as performance worthy as the screw blower it's much better than anything Eaton has offered in the past.

The cost involved in the replacing of the blower for that of a screw would be not worth it in my opinion. I wouldn't even contemplate the act of just trying to fit it with a M90 version either because the hassle would cost more than the final result.
The only reliable option for more power on the RL is to stick with what is available and upgrade from there. Header is a good start and down the line either pull the blower off completely and swap in a Turbo or just throw a Turbo on top of the blower.

Do you know that if you picked up a T3/T4 turbo for $350 anywhere it would be prefect for this motor. Even a streight T4 would be fine if you wanted big power potential. All the crying about It takes too long to spool up. would be silenced because the supercharger is taking care of the low end and the Turbo the top end.

$350 for a Turbo
$400 for a log manifold
$200 for pipes
$350 for a small FM intercooler
$100 for odds and ends
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Under $1500 and you are boosting 300 HP through your RL

Let the blower bypass open at RPM's ramp up. Who cares, it's just another route for the Turbo to get to the engine quicker.

Personally that's the way I would go and address limits of the system later. If you max out the MAF then it will set a DTC and you can use a S AFC or other known MAF controler to clamp the signal and take care of any fuel needs.
Maybe by the time someone has the balls to do this the few parties that are offering PCM mods will be ready and all the answers will be available.

A super/turbo charger system in theory is good... but it's much harder than you make it seem. Throttle body would definitely be an issue. Either a mid sized turbo, or a better blower is a better route.

The Whipple would be a direct bolt in and less of a hassle as far as tuning and time goes. And you can have a 1600 Series for 1640 from whipple. As long as you don't max out the MAF and fuel system you should be set.

As far as the M62 goes. How does Eaton measure it's efficiency? And in what range of operation sees that efficiency? When i hear that it's 60% more efficient, Im assuming they mean mechanical efficiency, meaning it does build up as much heat. Thats great... but it's still a roots blower and it has it's limits. The GTP guys are quickly finding the limits of their m90's... and it pretty much can't propel them out of the 12's... they are resorting to other means of Forced induction. If you just want to mildly tune your Redline... well sure stick with the M62... but if you are serious about power... it will be pulled off eventually. A turbo is a good option... but the tuning involved with a turbo system will quickly drive up the costs.... not too mention all of the custom pieces that will be required. A Whipple will cost about as much as the parts required for a turbo... but since it is a supercharger... minimal tuning will be required.... basically all thats needed is to ensure you dont max out the air metering system and fuel system.

SCdyne said:

I have been twincharging motors for a long time and already built 2 systems that are sitting at the shop to twincharge the LSJ. This is part of the reason why I have to sell the headers now because I owe the welder $$ for the work they did for the SEMA vehicles that I fronted, but that's anther issue.

It really is a simple task and everyone tries to make it more complex than it really is.

MIND YOU I agree 100% that a Whipple swap would be hands down the simplest solution to go with, but screw superchargers are illegal in about every sport compact drag race series including NHRA. And that sucks!

Click to expand...

Well you are one of the few that are twin charging I have seen it done before, and it has presented a tuning problem to some. In I have seen info about a 2.3L Turbo /supercharged TBird on the net... and it put down some impressive times (10 second runs). Really all you need is a soelinoid(Sp?) to open the boost bypass on the Supercharger all the way once the turbo hits full boost.... and that should be around 3k rpms. In theory it gives you a nice usable power band from Idle to redline.

I'm interested in seeing how everything is routed through the intercooler / TB, Placement of Turbo wastegate and BOV. Once it's all finished make sure to post your results

NHRA sucks as a whole. They are sooo slow to adopt technology that will progress the sport... just cause big money teams whine. For the longest time Turbos weren't allowed... and finally they are. hopefully roots will go they way of the dinosaurs and they will let Screws in. I really wanna see a run what ya brung class.....