the to-be manufacturer wishes to keep a generally low profile until his prototype is built on a stock v6 (non supercoupe) bottom end and the legalities of his business are worked out. i'm in line to be the first actual tester of this design. i think there are a couple different versions here i'm posting.
diagram of blower:
i'll initially be running low boost until i can upgrade my engine to withstand anything above 7-8psi. the splitport heads/intake on the 99+ v6's flow much better than the 94-98 v6's and the 99+ v6's won't be making nearly as much boost because of its vol. effeciency. (boost = the difference in flow rates between the blower and the engine) splitports have much higher volumetric efficency so they flow much better then the SC heads, so you'd have to overdrive the hell out of a stock eaton m90 blower to make that much boost. however, generally speaking, more boost and less flow is similar to less boost and better flow. they are generally inversely proportional. it'd be good to keep the better flowing intakes and heads and apply the blower on top of that than reverting to 94-98 heads and intakes and convert a 190 hp 99+ v6 to a 150 hp 94-98 v6. that's what this whole post is about.
the key is the adaption between the lower splitport intake and the blower. there have been many suggestions, some more costly than others.
i'm interested in a water-air intercooler and may have it mounted where the battery is now, or maybe elsewhere under the hood. here is the diagram:
pics of a SC blower, fyi...
pictures with inlet plenum/piping/TB on the left.
i may take the stock SC MAF if i am going to use the stock SC injectors (30#ers i think).
a probably parts list in addtion to the adaption kit: