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Roots Blowers
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Numerous large OEM suppliers, including Bendix, Allied Signal, Holley, and others, have designed a
variety of unusual superchargers in hopes of securing a large-volume deal with one of the Detroit
manufacturers for an OEM application. The only company to actually do it so far is Eaton, and it did
it by refining the basic Roots blower design.
The first production vehicles to use the Eaton blower were 3.8-liter V-6 Ford Thunderbird (and
Mercury Cougar XR7) Super Coupes beginning in 1989. I spoke with Ford engineers working on
this program in the mid 1980s, and they were impressed by the Roots blower’s simplicity and
reliability. But for a factory application, especially considering CAFE and EPA standards, this
blower's parasitic pumping losses, heating of the intake charge, noise levels, and overall
efficiencies all had to be improved. Eaton began working on the project in 1982 and is continuing to
improve this blower, which was in its fourth generation as of this writing. Study this blower carefully if
you want to learn the state of the art in Roots blower technology.
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As of this writing, more than 300,000 cars roll off the assembly line with Eaton blowers. Consider
that in 1992, Buick switched from an intercooled turbocharger to a non-intercooled Eaton M90
supercharger for its 3.8-liter V-6. That should tell you something. Eaton blowers of various sizes
have been used in OEM applications on the ’89-’95 Ford T-Bird and XR7; ’92-up Buicks and other
GM V-6s; the ’95-up Mercedes C-Class and the SLK roadster; the ’95-up Jaguar XJR, XJ8, and
XK8; the Aston Martin Vantage and DB-7; and the ’03 and ’04 Ford SVT Cobra and Lightning
pickup.
As of this writing, Eaton blowers are available in four sizes: 45, 62, 90, and 112 cubic inches. T-
Birds used the 90, while ’92-’95 Buicks used the 62, and then switched to the 90 in 1996. The ’89-’
93 Eatons were Stage I models, while 1994-95s were Stage II models with revised inlet and outlet
for higher airflow and an acrylic powder coating on the rotors.
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Keys to the Eaton blower are: the uniquely shaped, 60-degree helix, tri-lobe rotors; the unique,
computer-designed and tested rear inlet and front outlet optimized for adiabatic and volumetric
efficiency and noise reduction; and its bypass valve.
The bypass is especially important. We tend to forget that in normal driving the engine is very
seldom in full-power, wide-open throttle (WOT). In a supercharged engine, this is the only time the
blower is actually being used. The rest of the time, at part-throttle cruise, idle, or deceleration, even
a supercharged engine has vacuum in the intake manifold. This vacuum is used to open the
bypass valve to open a passage between the throttle and the manifold (bypassing the
supercharger). This equalizes vacuum in the entire system so that pumping losses in the blower are
minimized. Factory tests have shown that an Eaton M90, with this valve, produces only a 1/3-hp
parasitic loss while cruising at 60 mph. As a result, the V-6 factory applications with this blower
average about 30 miles per gallon.
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In addition, the helix-angled rotors, along with specially designed inlet and outlet port geometry,
also reduce pressure variations, resulting in a smooth discharge flow and a lower level of noise
during operation. The associated ducting and mounting used in installing the supercharger can
play a major role in reducing the extra noise.
The reliability of the Eaton supercharger was the first criteria, which was addressed during early
design development. Dedicated engineers with backgrounds in compressors, gearing, tribology,
and metallurgy, as well as thermal and structural analysis, enabled Eaton to find solutions to many
reliability concerns. In addition, strict customer durability test criteria have been achieved.
Successful completion of numerous 500-hour durability tests established a firm grasp on achieving
a reliable product. In addition, numerous vehicles have successfully completed 100,000-mile OEM
(original equipment manufacturer) vehicle durability tests. Improvements in bearing and seal
designs also contributed to a final product that meets all OEM durability criteria.
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With more than 500,000 units in the field, Eaton
superchargers come in a variety of shapes, sizes,
and applications. This lineup includes (left to right):
an M45 (45 cubic inches) used on sport compacts
by Jackson Racing, an M62 used on ’92-’95 Buick
3.8-liter V-6s, an M90 used on ’92-’95 Thunderbird
V-6 Super Coupes, and an M112 made by
Magnuson Products for special projects on 4.6-liter
Ford engines.
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This is the fourth-generation design of
the involute, three-lobe Eaton rotor,
which has a 60-degree twist and a
special acrylic coating.
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The GM 3800 V-6 used a 62-ci Eaton in 1992-95
(right), but it switched to a 90-ci Eaton (left) in
1997. Note the vacuum canister at the rear of each,
which opens a small bypass valve under high-
vacuum conditions (idle, cruise), equalizing vacuum
throughout the intake system (in the blower and
manifold), greatly reducing blower parasitic drag. In
GM’s case, this reduced the drag to 1/3 hp at a 60-
mph cruise. All this technology is available in
aftermarket Roots blowers for sport compacts.
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It’s not a pretty sight, especially installed on the
engine, but this M112 incorporating the EFI
induction tract, available from Ford Motorsport SVO
or Roush Racing, adds a much-needed torque and
power boost to the 4.6-liter, 2-valve, SOHC Ford V-
8. Though I’m not aware of any sport compact kits
with this arrangement, it looks like a viable
approach to a V-6 supercharger manifold.
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Most Eaton cases have a rear inlet and a bottom
outlet, and the cases have gone through several
design generations. The oval-port 90 ci (left) was
used on 1989-’93 T-Birds; the one on the right with
a larger, rectangular (more importantly, lowered)
inlet was used on 1992-’95 T-Birds and is four
percent more efficient. Note the triangular, forward-
placed outlet; the slots next to it allow a small
percentage of back flow, which reduces blower
noise.
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The GM Performance Parts 2.4-liter Twin Cam
Supercharger is said to bring your 2.4-liter up to
190 horsepower and add over 40 ft-lbs of torque.
This blower met GM engineering standards by
undergoing extensive testing and tuning, so you
can bet it’s factory reliable.
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With the continued interest in performance, and the desire to maintain fuel economy,
supercharging could be the ideal performance improvement. Using an Eaton supercharger to
increase power on a smaller-displacement engine, in turn achieving the performance of a larger
engine but not compromising fuel economy, seems too good to be true – but that is what an Eaton
supercharger provides. Current annual OEM usage is 300,000 superchargers.
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Eaton in Aftermarket
Supercharger Kits
The majority of Eaton supercharger applications have been designed for specific OEM applications.
This is due to the fact that each engine application has unique hardware installation requirements,
and the design criteria of the supercharger is matched to the specific engine. Recent interest has,
however, been shown in this market and has resulted in aftermarket applications being sourced
through Magnuson Products. The sole factory rebuilder and aftermarket distributor of Eaton
superchargers and parts for North America is Magnuson Products, operated by Jerry Magnuson,
the former maker of Magna Chargers. Jerry has also been refining the Eaton design and offers
styles not available as OEM.
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Previous | Next
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This has been a sample page from
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Sport Compact Turbos & Blowers
by Joe Pettitt
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Lightweight and high-revving, sport compacts are today’s most
popular cars. They have developed a cult following among today’s
youth and are fueling a multi-million dollar industry in modification
parts and equipment.
While most owners of sport compacts can afford the simple bolt-
ons available, some owners want to take their modifications a step
further. There is intense competition to be the fastest, and quite
often the only way to win is to go to the next level – by installing a
supercharger/blower or turbocharger on your engine.
This book is an enthusiast’s guide to understanding and using
turbochargers and superchargers on sport compact cars. It
covers the basics of each system and compares their pros and
cons. Building and tuning small-displacement 4- and 6-cylinder
engines to maximize performance and reliability with forced
induction is also covered.
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Click below to view sample
pages from each chapter!
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Chap. 1 - Exotic or Practical
Chap. 2 - Supercharging
Chap. 3 - Roots Blowers
Chap. 4 - Centrifugal Blowers
Chap. 5 - Turbocharging
Chap. 6 - Turbos & Compacts
Chap. 7 - Tuning for Boost
Chap. 8 - Building Engines
Chap. 9 - History
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Softbound
8-1/2 x 11
128 pages
300 black & white photos
Item: SA89
Price: $18.95
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Click here to buy now!
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Other items you might be interested in
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Turbochargers
How to select and install the correct turbo for big or small
horsepower gains. Discusses turbocharger design, sizing,
matching, controls, carburetion, exhaust, ignition,
intercooling, marine and high altitude applications. The most
comprehensive book available. Turbo suppliers and kit
maker addresses are included. “Everything you could possibly
need to know about turbochargers for automotive applications
is in this book.
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Price:
$18.95
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Engine Management: Advanced Tuning
Engine Management: Advanced Tuning explains how the EFI system
determines engine operation and how to change the controlling
parameters to optimize actual engine performance. This book takes
engine-tuning techniques to the next level. It is a must-have for tuners
and a valuable resource for anyone who wants to make horsepower
with a fuel-injected, electronically controlled engine.
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Price:
$22.95
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Shipping is combined and discounted for multiple item purchases!
Buy more and save on shipping!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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MRE
PO Box 47
Grinnell, IA 50112
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