Anonymous

12 grand is the official rated max of the m90 charger, Eaton will NOT recomend it above that, also by 12000 rpm @ 10psi its already taking a whopping 45bhp from the engine to drive it!


Cant imagine why you are struggling to get info from eaton, its all on their website, details graphs and everything!

Here are the details for the M62 and M90, its easy to see from these why me and "itsmeagain" are recomending the M62 for sub 300bhp


The Eaton Supercharger Model 90 is designed for 3.0L to 5.0L passenger car and light truck engines, but may also be suitable for other engine sizes, depending on total system performance requirements.






The Eaton Supercharger Model 62 is designed for 2.5L to 4.0L passenger car and light truck engines, but may also be suitable for other engine sizes, depending on total system performance requirements.







For comparison by Jim, to whom those figures will mean nothing, but he knows that an M45 can get 220bhp+ here are the details for that, so he can put into perspective the numbers relative to the other chargers.

Anonymous

Basically, up to about 450CFm, the M62 never loses out to the M90 at any point in terms of power sapped by the blower versus airflowed, its more effiecent all the way up, and thats all jim is going to need for 280bhp anyway.

The only slight advantage is that at the top end of that flow the M90 is slightly better at pumping the air without heating it excessively (and i really DO mean very slightly!), but with a decent intercooler thats not going to be an issue anyway.


So for 90% of the power range on jims engine (assuming a peak of under 280bhp) he would be better off with the M62

If he decides to go for under 280bhp then he is certainly better off with it.


If he wants to go beyond 280bhp or so, he would be better with the M90


Basically, above or below 280bhp is the cutoff roughly


The choice is yours jimbo

sparkplug

I know about eatons website and the info contained, but I've heard from a few sources that eaton have said 1400RPM to be OK for non continuous use but I have not had this confirmed from eaton. Thus mine goes upto 12000RPM max.

Anonymous

Sorry mate, i didnt realise you meant non continuous.

Yes thats probably perfectly safe for short periods of time especially at less than 10psi, but i personally wouldnt want to gear a charger like that as it effectively limits the time you can spend at the top end of your rev range.

Anonymous

PS

If you look at the graph though, its heading for the stars in terms of horespower to drive it at those sort of rpm, it looks to me like its about to striaght line vertically pretty soon after the 12K limit if you are running much boost!

Jim Galbally

ok thanks guys, chip i'm liking your 280bhp comparison, i think that sounds like the figure i'm after, and if the M62 will give me a better drive in the low/midrange then i think thats better for me, top end power is NOT what i'm after at all

so, thats the charger dicided on, now i've got to buy one and get it fitted

any advice? i'm thinking about power engineering as theyve done sparkplug's one nicely. but anyone who loved a bit of fabrication would do the trick

Anonymous

I would STRONGLY recomend aRSe if you can get him talked into doing it, and i bet he will be cheaper than power.

Then get mr walker to map it once aRSe has done the fitting.


That bloke makes better brackets etc by accident in his sleep than i could in a fully lathed up workshop

hotrod66

hi
I read this thread and i'm interested in your points of vieaw about which model to choose

But I have a question: can I use a eaton on my 2.9 efi and keep my stock ECU?
Do I NEED to use a megasquirt or another ECU?

Thanks for your help

Jeremy

JFB Tech

The standard ECU has no way of recognising boost and the airflow meters will max out before the engine is consuming it's maximum air. The ignition timing will not adjust for boost either. This will result in it running dangerously weak and detting to death on boost. There are people who can re-program the EEC IV management but they are few and far between in the UK. Best way to do it would be to bin the standard ECU and go aftermarket management with bigger injectors. This would need to be set up on a rolling road to be safe and get the best out of it.

hotrod66

thanks for your fast reply

I'll go this way. Do you or somebody else, have an idea of the "best" management system/ECU I should use?