Guys, I want to build the next generation of Eaton blower intakes for the SBB. It's a project that'll probably take about 2 years to finish but I can build two of them about as easy as one. Easier if one of you would like to have one and are willing to cover material costs for two systems. The blower will be an Eaton 112 or 120, we should be able to get those off ebay for a couple hundred each, or maybe double that. I'll need stainless and aluminum to build the intake manifold and modified Enderlie inlet scoop with filter and PCV connection, plus bearings and assorted miscellaneous parts like TPS and throttle butterflies. A lot of the cost could be spread out over the length of the project. My system will be built to fit the 340 with 300 aluminum heads ('64) but the other one could be built to fit the 350 if I have a motor to mock it up on and no doubt one could be found locally for cheap or even free. If testing shows that my experimental intercooler is effective it will be incorporated into the blower manifold (I guess I should get my butt moving and record the datalog on that), as will fuel injection. The throttle body will mount to the rear of the blower and the blower scoop will mount to that. The scoop body will contain a K&N style filter element and will have an air door on the front which will simulate the Enderlie throttles but will serve mainly to keep trash out of the inlet, or this could be eliminated entirely, and there will be a 5/8" nipple to connect the vent line from the crankcase breather. The PCV connection will be at the blower inlet on the other side of the throttle plate(s). There are other details to be worked out as we go along. The one I have now on the 215 is fine, but I've thought of a number of improvements and the 340 gives me the excuse to move up to a larger blower and a new design and this time the finished system will be even more exceptional. Once it's finished I'll keep the templates and such for future reference or in case we want to make more of them, so an off the shelf kit for the 350 could be a possibility at some point if the right people are interested. If anybody thinks this sounds like the chance of a lifetime get in touch. I think we'll understand each other right well. Jim
With an Eaton style blower on a BBB or SBB, how is cylinder distribution? What I mean is, is there a problem with one or more running too lean or rich over the others causing a problem? I guess that's what a good intake manifold developer can take care of. I wish I could help, and I envy your innovation! Keep up the good work!! ElectraJim
You have to pay attention to runner length and area, blower discharge, and in some cases add flow directors. In the case of the factory Rover superchargers for instance you would lean out some of the cylinders because the blower discharge is not symmetrical from front to rear. On my 215 the flow through the intercooler evens out the blower discharge and distribution is pretty even. Bill Jacobson had distribution troubles even with flow directors and had to put his center four injectors on a different fuel map from the four end cylinders to correct for it. That's a very good way to deal with the issue, except that it makes tuning fuel more complicated and it might have been better to have run two separate fuel rails. He's running a very short manifold though which aggravates the problem. With sufficient volume in the plenum the distribution tends to be much more even, and some means should be used to spread the charge out evenly from front to rear so that all the ports see equal pressure, that way runner size can be kept pretty even. An intercooler that is well designed can do a good job of this because it is a restriction across the flow and will cause the pressure front to spread out approaching the restriction. Then controlling flow on the other side gets much easier. I'm not in any tremendous hurry to build this thing, I've got plenty on my plate. But I need it for the 340 swap for my MGB which will be the next upgrade and that is aimed at making the car more pleasant to drive in terms of resolving most of the minor irritations it now has such as pcv issues and city driving. The car was built for the mountain roads but I don't live there now. I expect now would be a good time for me to pick up another blower, but I also need heads and 200r4 parts and I don't have much of a budget to work with, so that's why the offer. By profession I am a prototype developer which includes the skills of precision machinist, welder, fabricator, jig maker, and patent lawyer among others, and I have enough shop equipment to do the work. So it's just a matter of time and materials. Obviously I will have to provide the time, but I'm opening a window to allow someone else to provide the materials. It will stay open just about long enough for me to find a deal I can't pass up on a blower, probably an M112 off a Ford Lightning truck. It's the right configuration and going pretty cheap right now. Once that happens the deal is off and I'll source the rest of the materials myself. Jim
I just bought a blower, so that's it I guess. For anyone that was interested, sorry about that. I'll let you know how the project goes though. Jim
hey jim any updates, i'm sure my bro would be interested in this project as i bought him a 64 lesabre which has a aluminum head/intake 300 oh yea, this would work with carb/blow through too right?
That's not bad, but I think I want an intercooler on mine. I've pretty well gotten the foot pedal done for my tig setup and I'll need to finish that before any welding gets done. Winter slows me down a lot though and there are competing projects. I just sent off some heads, it may be several months before they come back and even then I may still need another one as one of the best two had a mangled spark plug hole and if it can't be welded up and redrilled/tapped I'll still be short one good head. These are '64 300 heads. So even after I get the tig going I'll have some time for practice before I start sticking metal together. I don't know, maybe it was a mistake to send out all the 300 heads I had (4 of them) rather than keep a set for mocking up the intake but what's done is done. The plan is indeed for an injector intake. The Eaton was designed to run dry but I suppose it can be run wet as well. It doesn't have a carb flange on the inlet though so an adapter of some sort would be needed. Jim
Yes you can run it wet. I've seen many Eatons running wet shots of nitrous or methanol/water injection through them. I doubt fuel would be any more harmful.
