This area will feature the FASTEST FIVE SATURN
CARS in their respective categories. Think your car is fast
enough to be featured in the Fastest V? Send your information
and mods to poc301
to have your car listed here.
Ion
1) JGreen 15.48
2) schzzo97sc2 15.60
3) Chris 15.79
4) rascon11 16.06
5) IonJon 16.27
Updated 1/05
For the most recent list of the fastest five cars click
here.
Designing
A Supercharger System
by: nitrofumesrule
Where
to start, I guess it was Nov/Dec. 2001 I decided to try and tackle
a supercharger on my car. I know turbos were available and a centrifugal
type S/C was obtainable but something just didn't do it for me.
I've always been a big V8 fan and into drag racing since way back.
That was it. That's what I wanted. A roots type supercharger. What's
cooler than a big old belt driven blower spitting out boost in a
manor like no other. With the help of my friends (who might of doubted
if it'd work at first) and others my design and dream came true.
Thanks for your time, effort, and support guys.
I
first started with a plan of will it even fit. I knew I'd end up
using an Eaton blower and knew the 45c.i. model was pretty small.
To small for me. So I looked into the 62 c.i. model. Then it hit
me one night I was on E-Bay. The early 90's GM cars had an Eaton
62c.i. S/C on their 3800 V6 engines. I then proceeded to find a
car with this S/C on it to get some measurements. When I first discovered
a car to look at it occurred to me that the throttle body had the
same type of sensors that my Saturn had. This could be a good thing,
I thought to myself. So with some measurements and an idea I went
to work.
I
first started to measure the amount of space I had to work with
in the engine bay of my car, a 95 SC2. It's very tight on the backside
of the engine where the intake manifold is located. I knew the power
steering had to go, I loved this idea because the piece of crap
was leaking anyway. What better way to fix that leak than remove
it all together. It seemed that I had enough room to warrant a start
on the manifold. I bought an engine to rebuild and use as a platform
to build the system on. The first part I bought for the project
was the OEM gasket for the GM S/C.
With
this part I started designing the manifold. It didn't take long
to realize I was in for a game with the odds stacked against me.
The blower is so big it takes up all the room on top of the manifold.
The injectors would have to be moved to the bottom of the runners.
This means a custom fuel rail, holes drilled, and new bungs welded
in, new brackets to mount the rail to, and a new fuel system. This
incorporates new bigger injectors, new regulator, and nice stainless
steel braided fuel lines. The EGR system would have to be blocked
off. The coolant that used to run through the OEM manifold would
need to be addressed. Harnesses need to be modified. The alternator
needed to be moved out a bit to clear to fuel rail on the bottom.
A way to mount a t-body to the S/C needed to be figured out. A way
to control fuel and ignition need attention. And so on and so forth.
A lot of ifs popped up but I didn't let that discourage me. I wanted
this blower on my car and that's all there is to it.
With
an intake manifold mounted to my donor engine I proceeded to cut
the runners off with a saws-all. This thing made short work of removing
the bulk of the material that was useless to the cause. I was bidding
on a couple S/C's on E-Bay at the time, basically because the prices
were right. I didn't have 7-800 dollars and a core for a remain
unit, nor did I have 1300 or so for a new unit. Welcome used parts
from E-Bay. After losing 2 other blowers I finally won one for $280
shipped. The bonus: it came with the OEM t-body. This turned out
to be a good thing. So on with the manifold design. The first thing
addressed was the injector location. I ordered some injector bungs
from a shop in FL. I then had a friend drill the holes at a 24-degree
angle to the runners with his CNC machine. I then threaded with
a tap and plugged up the OEM injector ports. After receiving the
S/C I started looking at possible mounting schemes. After deciding
on what looked like the best position to make things work I cut
the runners of the manifold to the correct length on my table saw.
This made a nice clean cut to start welding pieces of ¼"
aluminum to. The first piece was welded to the face of the runners
along with having the bungs welded in. This piece set the height
and width of the plenum. After having this welded I started the
machining necessary to open up the ports into the runners. Three
nights of about three hours apiece, about six carbide cutters, and
countless sanding cartridges this part was done. I also had to cut
down the parts of the bungs that protruded into the runners. These
were cut down flush with floor of the runner. All of the runners
were given a good sanding inside to smooth out the imperfections
of the cast as well as open them up a bit.
Next
I cut out the mounting flange on which the blower would be mounted.
This was next because I had to figure out the angle at which it
would sit to hopefully clear the firewall of the engine compartment.
After doing this I had it spot-welded together with the runner piece
and a small brace to hold it all together. We then did a test fit
on my car. With the intake manifold removed from my car we installed
the S/C manifold. Well we tried to install the S/C manifold. We
then realized it was hitting the A/C connections on the firewall.
Try number two ended when the manifold cleared the A/C, but hit
the firewall. After beating on the firewall a bit it slid on. Nice!
We threw a couple nuts on it and tried the blowers fit. And of course
it didn't. I then cut a couple of mounting tabs off the blower that
weren't needed. Close, but now the protrusion for the PCV system
that's on the blower was hitting the firewall. Since I knew I wouldn't
need that I felt confident that if that were ground off it would
fit. We then reinstalled my intake manifold and went back to the
donor engine. Next I had a pulley made for the S/C. I had no clue
as to how big to make it so I did the next best thing, I guessed.
Well an educated guess. I looked at all the roots type S/C systems
out there, even the Jackson Racing units to try and get a drive
ratio that'd be close. I settled on a 3.8" diameter pulley.
My machinist turned that out for me with the correct offset. I had
him make it with an extra rib so if I needed to scoot the S/C a
ribs distance back or forth to make it line up, it would. I made
a template of the side pieces that have the correct angle of the
S/C flange and cut them out of the ¼" aluminum stock.
Then I ground off the temporary spot welds and cut the openings
out for the outlet of the blower and the hole for the by-pass valve.
My welder made short work of these pieces and with those welded
together I had him cut, bend, and weld a bottom on the plenum.
The turbosaturns.net
forum has become one of the best resources for Saturn performance
on the net. Our members are constantly pushing their cars to new
performance levels. So, log in, share your ideas, and help push
your car’s performance to the next level.
August 2005 TSN will be holding its first ever meet
in Chardon, Ohio. Some of the fastest Saturns in the country will
be attending. Activities will include drag racing, dyno, tech session,
and BBQ. Look for the latest information in the forums.
Different
Racing
Jeff and his team Different Racing have big plans
on breaking into some really low quarter mile times this year. Last
year he posted a 12.40 on a pretty healthy nitrous shot. This year
he has a new turbo setup and some serious determination. Visit his
website for the latest news and information. I expect we'll be seeing
some low 12's from him by the end of the year.
Where
to start, I guess it was Nov/Dec. 2001 I decided to try and tackle
a supercharger on my car. I know turbos were available and a centrifugal
type S/C was obtainable but something just didn't do it for me.
I've always been a big V8 fan and into drag racing since way back.
That was it. That's what I wanted. A roots type supercharger. What's
cooler than a big old belt driven blower spitting out boost in a
manor like no other. With the help of my friends (who might of doubted
if it'd work at first) and others my design and dream came true.
Thanks for your time, effort, and support guys.
I
first started with a plan of will it even fit. I knew I'd end up
using an Eaton blower and knew the 45c.i. model was pretty small.
To small for me. So I looked into the 62 c.i. model. Then it hit
me one night I was on E-Bay. The early 90's GM cars had an Eaton
62c.i. S/C on their 3800 V6 engines. I then proceeded to find a
car with this S/C on it to get some measurements. When I first discovered
a car to look at it occurred to me that the throttle body had the
same type of sensors that my Saturn had. This could be a good thing,
I thought to myself. So with some measurements and an idea I went
to work.
I
first started to measure the amount of space I had to work with
in the engine bay of my car, a 95 SC2. It's very tight on the backside
of the engine where the intake manifold is located. I knew the power
steering had to go, I loved this idea because the piece of crap
was leaking anyway. What better way to fix that leak than remove
it all together. It seemed that I had enough room to warrant a start
on the manifold. I bought an engine to rebuild and use as a platform
to build the system on. The first part I bought for the project
was the OEM gasket for the GM S/C.
With
this part I started designing the manifold. It didn't take long
to realize I was in for a game with the odds stacked against me.
The blower is so big it takes up all the room on top of the manifold.
The injectors would have to be moved to the bottom of the runners.
This means a custom fuel rail, holes drilled, and new bungs welded
in, new brackets to mount the rail to, and a new fuel system. This
incorporates new bigger injectors, new regulator, and nice stainless
steel braided fuel lines. The EGR system would have to be blocked
off. The coolant that used to run through the OEM manifold would
need to be addressed. Harnesses need to be modified. The alternator
needed to be moved out a bit to clear to fuel rail on the bottom.
A way to mount a t-body to the S/C needed to be figured out. A way
to control fuel and ignition need attention. And so on and so forth.
A lot of ifs popped up but I didn't let that discourage me. I wanted
this blower on my car and that's all there is to it.
With
an intake manifold mounted to my donor engine I proceeded to cut
the runners off with a saws-all. This thing made short work of removing
the bulk of the material that was useless to the cause. I was bidding
on a couple S/C's on E-Bay at the time, basically because the prices
were right. I didn't have 7-800 dollars and a core for a remain
unit, nor did I have 1300 or so for a new unit. Welcome used parts
from E-Bay. After losing 2 other blowers I finally won one for $280
shipped. The bonus: it came with the OEM t-body. This turned out
to be a good thing. So on with the manifold design. The first thing
addressed was the injector location. I ordered some injector bungs
from a shop in FL. I then had a friend drill the holes at a 24-degree
angle to the runners with his CNC machine. I then threaded with
a tap and plugged up the OEM injector ports. After receiving the
S/C I started looking at possible mounting schemes. After deciding
on what looked like the best position to make things work I cut
the runners of the manifold to the correct length on my table saw.
This made a nice clean cut to start welding pieces of ¼"
aluminum to. The first piece was welded to the face of the runners
along with having the bungs welded in. This piece set the height
and width of the plenum. After having this welded I started the
machining necessary to open up the ports into the runners. Three
nights of about three hours apiece, about six carbide cutters, and
countless sanding cartridges this part was done. I also had to cut
down the parts of the bungs that protruded into the runners. These
were cut down flush with floor of the runner. All of the runners
were given a good sanding inside to smooth out the imperfections
of the cast as well as open them up a bit. 
Next
I cut out the mounting flange on which the blower would be mounted.
This was next because I had to figure out the angle at which it
would sit to hopefully clear the firewall of the engine compartment.
After doing this I had it spot-welded together with the runner piece
and a small brace to hold it all together. We then did a test fit
on my car. With the intake manifold removed from my car we installed
the S/C manifold. Well we tried to install the S/C manifold. We
then realized it was hitting the A/C connections on the firewall.
Try number two ended when the manifold cleared the A/C, but hit
the firewall. After beating on the firewall a bit it slid on. Nice!
We threw a couple nuts on it and tried the blowers fit. And of course
it didn't. I then cut a couple of mounting tabs off the blower that
weren't needed. Close, but now the protrusion for the PCV system
that's on the blower was hitting the firewall. Since I knew I wouldn't
need that I felt confident that if that were ground off it would
fit. We then reinstalled my intake manifold and went back to the
donor engine. Next I had a pulley made for the S/C. I had no clue
as to how big to make it so I did the next best thing, I guessed.
Well an educated guess. I looked at all the roots type S/C systems
out there, even the Jackson Racing units to try and get a drive
ratio that'd be close. I settled on a 3.8" diameter pulley.
My machinist turned that out for me with the correct offset. I had
him make it with an extra rib so if I needed to scoot the S/C a
ribs distance back or forth to make it line up, it would. I made
a template of the side pieces that have the correct angle of the
S/C flange and cut them out of the ¼" aluminum stock.
Then I ground off the temporary spot welds and cut the openings
out for the outlet of the blower and the hole for the by-pass valve.
My welder made short work of these pieces and with those welded
together I had him cut, bend, and weld a bottom on the plenum. 
