M112 Blower Install - Spring/Summer 2006

In November of 2005 I started designing and planning for a blower install that I would do in the summer of 2006. The blower I chose was the Eaton M112 from the 03/04 Mustang Cobras. I wanted a challenging project that was unique. And I found it. Through the Wisconsin winter months I purchased the pieces I needed and planned how I would adapt the Eaton and install it.

PROJECT SUMMARY - For the past two years that I've had this setup on my car I've driven it over 26k miles, datalogged close to 200 times with half of those being WOT pulls, changed blower pulley sizes twice and have been on the dyno four times. The M112/V6 project was a great learning experience and I've gained valuable insight into forced induction using positive displacement superchargers and this setup. The setup offers a moderate performance increase and cool looks, but true performance it is not. The heat created by this setup is tremendous and the turbulant and inconsistant air flow is chaos at its best. Without creating an elaborate post blower water/meth injection system, this type of chemical intercooling will be pretty much worthless to bring the intake temp down to functioning level. Adding a liquid to air heat exchanger to the current setup won't allow sufficient air charge temps to displace because of insufficient area. Installing an NO2 system is a possible option, but relying on this type of chemical cooling require additional tuning and special precausions that make this route impractical just for minumum gains in performance. This setup will never see 400whp because of these limitations without putting a lot of money into the engine. My goal now is to create a positive displacement supercharger system that will reach 350 to 370 whp on a stock V6 engine at a max manifold pressure of 10psi - with the only modifications being done to the exhaust and fuel system. A totally new intake design that employs a heat exchanging system for the positive displacement V6 Mustang will make it capable of reaching and exceeding 400whp on pump gas. PAGE 7

Driveby Vid
Ride-in Vid
On the Dyno Vid
My thread on 3.8mustang

The Install - I took a week of vacation from my job to do the install. Because my car is my daily driver that I commute with to work, the install had to be finished at the end of my vacation. It was a very hectic week, but on 7.12.06, the engine started up with the Eaton sitting on top of it. By the time my vacation was over, I had tuned the motor to where I felt it was reliable to drive until I could get it in for a dyno tune. I bought the SCT Xcal2/Pro Racers Package from Justin at VMP Tuning Inc After 5-6 wot runs down a local freeway on-ramp, I was able to tune it to where the wideband was giving me an a/f around 11:1. The first time on the dyno we got 262whp and 274wtq, but there was also some pinging up top.

I had the car dyno tuned at HiTech Motorsport in Ramsey, Minnesota. The car put down 261wrhp and 282 wrtq@~6psi on their Dynojet chassic dyno. HiTech Motorsport This is without an innercooler. We were seeing intake temps in the 180s. At the time of my dyno tuning the ambient temp was 93 degrees with 15% humidity. During this heat spell wot runs were showing the Eaton puting out about 5.8psi. With cooler ambient temps it's between 6.5-7psi and the car pulls noticably harder. It's interesting how much the temp affects the boost and timing. During the dyno tune, between one run to another, the tuner added 1 degree of overall timing and the output jumped about 15hp. I had the car dynoed again in April of 2007. This time the ambient temp was 72* and humidity was 18%. With the cooler temps the car pulled 286 whp and 303 wtq @~7psi and 16* of timing. What a difference temperature can make.

I drove the car around for a little over a month without a hood. I tried to find a hood manufacture that would help me with specs of their hoods but I came up empty handed. I even contacted some of the popular Ford magazines and got no help from them either. So after more than a month I desided to make my hood work. Most of the blower fits under the GT scoop with the exception of the pulley which is just in front and about 3/4 exposed. The pulley sticking out of the hood doesn't bother me a bit. Since it's dark under the scoop, the pulley really isn't that noticable. There's also a benefit. The scoop now directs quite a bit of air to the blower which aids in keeping it's housing cool. And the rain doesn't affect it at all.

I installed an Autometer A pillar trigauge pod and two gauges, 30vac/20psi boost and a 0-100 psi fuel pressure. Fuel pressures vary from 30psi at idle/cruise to 40psi at wot with the pump between 23-36% duty cycle. For fuel upgrades I installed a 310lph fuel pump and a set of 03 Cobra fuel injectors that I had cleaned and flow checked at cruzinperformance. I bought the injectors used with 10k miles on them. I figured they would probably be new enough to be clean, but I wanted to know how each injector performed so I could place them in the engine to give me the best balance. Cruzinperformance provided great customer service and I would use them again in a heartbeat.

Mocking it up - During Easter weekend I mocked up the height I would have the blower sit above the lower. I also took measurements and notes of how I would alter the wiring, vaccum lines, and coolant hoses. I started marking up how much of the hood I would have to cut to make it fit. Since I wasn't getting much help from the aftermarket hood guys I planned on making the setup work with what I had. I must have measured everything under the hood at least a hundred times. Here is where I saw I had to remove the EGR system and cut up the metal coolant line that's part of the coolant bleeder.

Probably the single hardest fabrication part I did on this project was getting a second idler pulley to bolt on. Not only did it have to transmit forces to strong parts of the engine, but it had to line up on axis well enough so I wouldn't burn up the $51 113" serpetine belt. My initial tests with the pulley looked good. But after I put the blower on, the belt force was too great for just the bracket mount alone. Tying in the front of new pulley with the front of the old pulley worked great. And somehow the first bracket I made I had the holes line up perfectly. I was prepared to burn up atleast a couple belts before I got it right. But I've got a few thousand miles on this setup and I see no premature wear.

In September (2007) I pulled the stock Cobra pulley (3.55" diameter - image on the left) and replaced it with the stock Lightning pulley (2.93" diameter - image on the right) that was given to me. Tuning it went fairly easy. The day before the pulley swap I datalogged the current setup including the a/f ratio. It was cool outside (high 60s*) and I was seeing intake temps in the 150*s with a max run timing of 16 degrees. These were about the readings when I dynoed before when the car put down 186/303. After 4 WOT runs down a local on ramp I riched up the fuel table to match my previous datalogs. I pulled a tad of timing out from 3.5k and up and adjusted the ACT table to give me a little temp latitude. With ambient temps in the high 60s* I was now seeing intake temps back up to 200-210* with a max run timing of 12*. On a local dyno with an ambient temp of 63* the car put down 332whp/365wtq with a manifold pressure of 10.2psi.

Page 1: In the beginning - Fall 2003
Page 2: Let the modding begin - Fall/Spring 2004
Page 3: Deer hit damage - Summer 2005
Page 4: M112 Blower Install - Spring/Summer 2006 (you are here)
Page 5: Suspension/Drivetrain - Winter/Spring 2007
Page 6: Eaton M112 Porting Project - Winter/Spring 2008

Page 8: Modification List