-cheaper, easier install, instant boost, no lag, removable and resalable
-more power and instant low end torque
-install, running, boosting in less than 1 day, 4-6 hours typical
-proven package, no guess work
2. Why Supercharge the Jeep 4.0L I6 engine?
-this is the ideal engine, low compression, conservative ignition timing
-low lift and short duration cam, small valve poor flowing head, low rpm output
3. Is the M62 Supercharger too small for a Jeep 4.0L?
-Eaton recommends the M62 for 2.5-4.0L engines
-the M62 will make 5-6 pounds instant low rpm boost, perfect for this engine
-operates in it's 'sweet spot' of efficiency
4. Can I increase boost? Why is this system not scalable?
-No, boost of 6 pounds is maximum recommended on a stock Jeep high mileage engine
5. How much power can I expect with this Jeep Eaton M62 Supercharger?
-stock 4.0L- 135rwHP/160-165rwTQ
-bolt-ons - 150rwHP/180rwTQ CAI, TB, '99intake, headers, cat back
-M62 S/C- 210rwHP / 240-260rwTQ
-GAIN-- +60rwHP and +70-80rwTQ !! 45% GAIN !!
6. What is included in the Jeep Eaton M62 Supercharger Kit?
-spacer for between stock intake manifold and adapter plate (TJ top mount kit)
-lower adapter plate to intake manifold
-upper adapter plate to supercharger
-front S/C nose support bracket with extra idler pulley
-supercharger to throttle body adapter
-7th injector mount and 60 pound injector
-throttle cable bracket adapter mount
-CobraHead 90 degree TB to air intake
-pre-made 'plug and play' fuel line
-all belts, clamps and hoses
-Complete Kit Now includes:
-used M62 Supercharger with new coupler, seal and oil
-Split Second FTC-1 control box, pre-programmed and 'plug-n-play'
7. Recommendations before install
-good running engine, no codes
-Compression test, No low cylinders
-Flush cooling system, new coolant, repair as needed
-'Seafoam' 1/2 can in oil, 1/2 can in fuel
-Chevron Techron in fuel
-change oil and filter, Mobile 1 and Bosch filter or Rotella T6 and NAPA filter 1515 or 1459
-add 1 can of Restore to oil if engine over 75k miles
-good O2 sensors or replace with new from Rockauto.com NTK brand
-ignition upgrade, cap, rotor, wires
-New spark plugs after all above is done
8. What else do I need to buy for install? Recommendations-
-ELM 327 OBD II $20 or less(amazon or ebay) and TORQUE PRO App for android $5
-fuel line disconnect tool
-teflon tape
-tube silicone RTV sealant and blue locktite
-3" holesaw (harbor freight) (XJ only)
-5 and 6mm allen wrenches, 'T'ball' ended work best
9. Instructions
-For the most part, this kit is for the DIY enthusiast. There are so many variations of the 4.0, vehicle applications, years and modifications. That being said, it is really an easy mod for the DIY guy
-There are instructions and a build thread on this site (see RaceJeep)
-For the TJ Top Mount Kit, it is not really any more difficult than installing a throttle body spacer and basic mechanic skills
-The Split Second FTC-1 is completely plug-n-play and comes pre-programmed.
10. Warranty
-There is no warranty, but I guarantee that all the parts are manufactured correctly and without defects
-Nearly all of these kits have been installed on used engines, many over 100,000 miles, and all have done well due to the inherent stoutness of the 4.0L engine
-Your engine will only work as well as it was working before the SC install
-You need good maintenance. Frequent oil changes, cooling system flush, plugs, wires, cap, rotor, new O2 sensors are best, no cracked heads, headers or exhaust leaks, no clogged catalytic converters, etc.
11. What if the supercharger breaks or fails, will it still run?
-What could happen? Drive belt break, SC seize, Something breaks inside SC and no boost.
-First off the motor runs completely just like stock when not in boost.
-If the belt breaks, you also lose the water pump and power steering and alternator. Replace belt.
-If the SC seizes, the pulley will stop turning and the belt will break. Replace belt and bypass SC.
-If something breaks inside the SC and no boost from SC- There is a bypass valve and the default is open and the engine will run just like stock
12. Any additional tuning or fine tuning required?
-No further or additional tuning is required
-Split Second FTC-1 Control Box comes pre-programmed ready to run, plug-n-play
13. Can I reuse my current CAI? Cold Air Intake?
-most CAI or open element filters are really HAI Hot Air Intakes, Beware!
-any aftermarket CAI systems may be adapted to work by the installer if desired
14. Why no intercooler?
-would add additional piping length or height, every 90* bend costs 1/4 pound of boost
-It does have a Liquid/Chemical Intercooler via the 7th injector
-the 7th injector provides the additional fuel and running it thru the supercharger, it acts as a Liquid/Chemical Intercooler and will cool the charge IAT by 50-80 degrees!
-Avenger Jeep 4.0L S/C Kit with water to air Intercooler is a 2" thick sandwich intercooler under the SC and above hot intake and exhaust. It decreased IAT 20-25 degrees at most, IAT CLIMBS as accelerated and stayed in boost, NOT effective at all
15. Why is Charged Intake Air Temperature so important?
-Heat is your enemy, every method should be used to decrease heat, want to avoid detonation
-requires adequate cooling system
-needs coldest intake air available- not engine compartment air, No open element filters
-best if- engine oil cooler, synthetic engine oil, hood vents
-lower boost=lower charge IAT, no restrictions in inlet flow to S/C(larger TB)=lower charge IAT
-needs some sort of intercooling, even liquid/chemical intercooling like fuel or meth
-IATs over 300 degrees guarantees detonation
-IATs over 250 degrees requires spot on tuning, timing retard and premium fuel or detonation will occur
-lower IATs help give a level of cushion against detonation
-lower IATs allows you to run less rich AFR, less boost timing retard, lower octane fuel
-cooler IATs air is more dense air, more oxygen molecules per volume, equals more power
-for every 10 degrees decrease in charge IAT equals 1% increase in power
-stock IAT 110-180*F as measured in the intake manifold
-S/C IAT= 240-330*F (s/c adds 130-150*F) as measured after the S/C in the intake manifold
-7th injector + S/C charge IAT= 180-200*F
-Meth injection + 7th injector + S/C= 140-160*F WOT charged IAT measured in the intake manifold
-additional power by decreasing the amount of boost timing retard and decreasing amount of added fuel
-ask, What is your charge IATs under WOT boost? If no answer, move on. RUN!
16. MYTH: The 7th injector doesn't work, Why not 6 bigger injectors?
-additional injectors was the norm for most all forced induction EFI systems for the first 20 years
-actually the 7th injector works very well, provides fuel and Liquid/Chemical Intercooling
-only recently has the aftermarket supported ecu recalibration for most manufactures
-the Jeep 4.0L ECU is not easily reprogrammable
-Only 2 people in the country have the ability to reprogram the Jeep ECU
-6 larger injectors are more expensive and will require reprogramming for running N/A-out of boost
17. MYTH: The 7th injector has poor fuel distribution
-by running the additional fuel thru the supercharger, the fuel and air become a 'homogeneous mixture'
-where the air goes, so will the fuel
-at low boost levels, the fuel will not pool at the end of the manifold like in high boost applications
18. 7th Injector/Split Second FTC-1 facts
-simple approach, a single additional injector to supply fuel when under boost
-has better altitude compensation, works at sea level and at high altitude like Colorado and Utah
-is easier to install, plug and play
-pre-loaded start up program good for 99% of the jeeps out there
-almost never needs additional tuning by the end user
19. Other benefits of 7th injector, shooting fuel thru the supercharger
-the Eaton 3 lobe M62 SC is not the most efficient available
-the fuel going thru the rotor housing helps provide a better seal between the rotors and the housing and reduces the 'back flow problem with 3 lobe rotor design
-reduces the heat of the compressed air by reducing back flow
-the fuel also removes some existing heat by evaporation of the fuel in the heated compressed air
-reducing heat will increase the air density, increase the effective boost and the cooler compressed intake charge air results in increased performance and HP and reduces risk of detonation
20. Can I use this system on my stroker?
-it will work, but at a lower 3-4 pounds boost level
-3-4 pounds boost is still worth 25% increase in power
-4.6L + M62 could make over 250rwhp
21. Why not a M90 Supercharger instead?
-the M90 is physically larger and will not fit/package/install as well
-the M90 will have to be pulleyed down to only output 6-7 pounds boost
-when pulleyed down it operates at a lower rpm and lower efficiency
-M90 is better suited for stroker engine and custom installs
-great choice if need 10-20 pounds boost or rpm over 5000
22. I don't want to cut my XJ hood
-unfortunately this is unavoidable, there are several options, you may:
-use a junk yard hood and save your original hood for later
-cut the hole and show off your supercharger proudly
-cover with hood scoop or box
-using 1.25" rear hood lift will decrease the hole required and vent unwanted under hood heat
-Now available- New XJ Side Mount Eaton M62 Supercharger Kit, see below, no hood cutting!
23. MYTH: 'Piggy back boxes' don't work
-Split Second has been making boxes for nearly 20 years
-Split Second combined several of their products into 1 box
-Split Second combined FTC, AIC, MAP clamp and true tach signal
-uses adapter plugs to plug and play into stock ecu harness
-box comes pre-programmed and is laptop programmable for fuel and boost timing retard
24. MYTH: 6 Bigger injectors with ECU tune or AEM FIC tune is better
-again only 2 guys in the country can re-tune the stock ECU
-AEM FIC is no longer supported by AEM
-No pre-programming available, will take significant time to tune
-must cut and splice and tap15+ wires, not plug and play
-have to re-tune even when not in boost, not OBDII compliant
-not smog legal
-lose liquid/chemical intercooling, greater chance for detonation
-higher IATs 200-250+ degrees (stock IATs can be as high as 180-200 degrees)
-over 300 degree IATs guarantees detonation
-Don't believe the hype, just ask them What is your WOT charge IAT? No answer, RUN!
25. MYTH: Bigger throttle body is not needed
-correct, but a bored stock TB 62mm allows less restrictive supercharger inlet flow
-Inlet restrictions are the bane of positive-displacement blower performance
-inlet restrictions are: air filter, air tract to TB, throttle body, air tract to supercharger rotors
-the more you can free up the airflow on the breathing side of the supercharger, the more efficient and powerful the results will be
-this will give lower charge air temps, higher efficiency and give more power
26. MYTH: Used Superchargers
-used superchargers may require a new coupler, oil and front nose seals and possibly bearings, DIY rebuild kits on Ebay for $60, These kits have new couplers and oil installed
-because the rotors don't actually touch each other nor do they touch the case, they do not wear out. -Dirt ingestion may score the rotors and case
-always inspect the rotors for scoring and gouging, if seen, best to use a different supercharge
-the rotors and inside supercharger case may look dirty, this is normal as the stock GM application runs EGR and CCV/PCV fumes thru the supercharger and this oil gets baked onto the rotors and case. This does not affect supercharger performance. This appearance will be washed off the rotors with the fuel from the 7th injector and will be washed clean
-any rotor coating loss will have no effect on supercharger performance in this application
-most superchargers found in the JY are from wrecks which were most likely running well before the wreck
-most all used superchargers are not junk waiting for a failure to happen as touted by others, even new superchargers are used tomorrow
-at minimum, it is recommended to replace the coupler and new oil, this is done on all superchargers in our kits
27. Do I need to re-gear?
-No, you will be impressed with the additional +70-80 TQ boost
-If you are running 33"+ tires you should regear regardless of supercharger
-33" 4.56:1 Auto N/A vs. 32" 3:55:1 Auto S/C, S/C wins every time- acceleration, mileage, performance, wheeling
-best regear-- stock 3.55:1 29"tires, 3.73:1 30-31"tires, 4.11:1 33-34"tires, 4.56:1 36-37"tires 4.88:1 38", 5.13:1 40"
28. MYTH: Superchargers are not fuel efficient and get poor gas mileage
-Not true, only under boost will you be using more fuel
-when out of boost, ECU and engine operates just as the factory designed it
29. MYTH: You don't need a supercharger for off roading
-this is where supercharging excels and shines
-bigger heavier tires, 31-35", soak up torque and require more torque to get rolling
-extra weight from accessories, armor, skid plates, up to 1000+ pounds added
-low rpm, just where you want it
-additional torque and instant off idle throttle response
30. MYTH: Supercharging is Easy, I can just build my own kit
-Easier said than done, Many failed and Many more incomplete builds
-bolting it on is easy, getting it to work well is the difficult part
-Double the cost and Triple the time and maybe you are half way there
-one MP90 build started mid 2012, not even half way done, update 2/24/15 30+ months! still not half way done
-another M90build started late 2013, after 7 months, finished with disappointing results, not what was expected by builder, never run on dyno, embarassing
-numerous failed attempts, poor designs, blown engines, unable to tune, poor performance
-Where are these attempts Now? Usually blown engines, removed and sold off
-It's so easy even a Caveman can do it, Yeah right, that's only on TV.
-just ask them, What is their charge IATs?, if they don't know or don't tell you, move on, RUN!
-this M62 kit is installed and done in less than 1 day and having fun Boosting!
31. Header Coatings- some Facts
-Summary from a magazine about testing ceramic coated headers-
-bigger heavier tires, 31-35", soak up torque and require more torque to get rolling
-extra weight from accessories, armor, skid plates, up to 1000+ pounds added
-low rpm, just where you want it
-additional torque and instant off idle throttle response
30. MYTH: Supercharging is Easy, I can just build my own kit
-Easier said than done, Many failed and Many more incomplete builds
-bolting it on is easy, getting it to work well is the difficult part
-Double the cost and Triple the time and maybe you are half way there
-one MP90 build started mid 2012, not even half way done, update 2/24/15 30+ months! still not half way done
-another M90build started late 2013, after 7 months, finished with disappointing results, not what was expected by builder, never run on dyno, embarassing
-numerous failed attempts, poor designs, blown engines, unable to tune, poor performance
-Where are these attempts Now? Usually blown engines, removed and sold off
-It's so easy even a Caveman can do it, Yeah right, that's only on TV.
-just ask them, What is their charge IATs?, if they don't know or don't tell you, move on, RUN!
-this M62 kit is installed and done in less than 1 day and having fun Boosting!
31. Header Coatings- some Facts
-Summary from a magazine about testing ceramic coated headers-
-on the dyno, no power change
-sucking hot underhood air, you will definitely feel the effects of the hotter air on performance/HP
-after a dyno run, ceramic 258* dropping to 195* after 1 minute, Uncoated 870* dropping to 520*
-after loading the engine to 60 lb-ft at 2800 rpm, like cruising, ceramic 288*, uncoated 562*
-after a dyno run, ceramic 258* dropping to 195* after 1 minute, Uncoated 870* dropping to 520*
-after loading the engine to 60 lb-ft at 2800 rpm, like cruising, ceramic 288*, uncoated 562*
-Ceramic coated headers almost 300 degrees cooler!!
32. Water to Air Intercooler vs. Water Injection/Chemical Intercooling
Example- Ford 2.3 Turbo engine
Water to Air Intercooler
95* ambient day, 10 second bursts, 16 pounds boost, *F, Decreased boost due to restriction of Intercooler
Before IC- 311--296--300--319--322--302--305--310--305--297 average before Temp = 307 *F
After IC---- 167--169--161--168--162--157--154--159--158--157 average after Temp = 161 *F
Average Temperature drop thru Water to Air Intercooler = -146 *F
Water/Meth Injection/Liquid Intercooling
82* ambient temp, 19 pounds boost, 5 second runs, Increased boost due to NO restriction from Intercooler, +3 pounds boost = +40HP
Charge Air Temp Without Water-- 316--326--324--322--317--317--320--320 average Temp = 320 *F
Charge Air Temp WITH WATER- 170--168--168--170--185--150--173--170 average Temp = 170 *F
Average Temperature drop WITH WATER/METH/LIQUID INTERCOOLING = -150 *F
Example-Jeep 4.0 Avenger S/C Kit with 2" thick water to air Intercooler, showed decreases IAT 20-25 degrees at most, IAT CLIMBS as accelerate and stay in boost
33. PARTS LISTS-
Roller Rocker Arms:
Yella Terra 6627 1.6 $459 online, $529 Quadratec
Yella Terra 6628 1.7 ? if still available
Harland Sharp S40196 1.6 non-adjustable, fit under stock valve cover $346 Summit, Jegs, Amazon
ARP:
ARP 146-5401 mains studs $108, 146-5001 main bolts $64
ARP 146-4201 head studs $136, 146-3601 head bolts $78
ARP 146-6001 rod bolts $78
ARP 146-2801 flywheel bolts
ARP 146-2901 flexplate bolts
Mopar Performance Valve Springs:
valve springs #5249464 ?availability
retainers #4452032 (8*) 8mm
locks #4529218 (8*) 8mm
hardened steel locks #4452031
Bearings:
Clevite Mains MS1947P
Clevite cam SH1980S
Clevite Rods CB960P x6
MLS .044" compressed Head Gaskets:
Mopar Performance P4529242
Jeep 53010587AA
Victor Reinz 54249S or 54249
FEL-PRO 26211 PT
Victor Reinz HS5713Z Head gasket set for a 96-98 4.0 now comes with the .044" gasket
Fuel Injectors:
Model Year, ...Part #, ......Color, .....Fuel Pressure, ...Static Flow,
'87-'90, ........53003956, ...Dark Tan, ...39psi, .................18.6lb/hr
'91-'93, ........33007127, ...Brown, .......39psi, .................21.0lb/hr
'94-'95, ........53030343, ...Tan, ............39psi, .................21.0lb/hr
'96-'99, ........53030778, ...Grey, ..........49psi, .................23.2lb/hr
'99-'01, ........04854181, ...Blue tip, .....49psi, .................22.5lb/hr
'96-'98..........703s 4 hole...EV1............49psi...................24.1lb/hr..........21.5 @ 39psi
'99+..............784s 4 hole...EV6............49psi...................24.0lb/hr
'05-'06 TJ 4.0 NGC Next Generation Computer ECU.......58psi
34. Fuel Injector Selection Total Amount Fuel HP Boost
22lb/hr x 6……...........stock...........….132pounds fuel…..190HP…..stock
32. Water to Air Intercooler vs. Water Injection/Chemical Intercooling
Example- Ford 2.3 Turbo engine
Water to Air Intercooler
95* ambient day, 10 second bursts, 16 pounds boost, *F, Decreased boost due to restriction of Intercooler
Before IC- 311--296--300--319--322--302--305--310--305--297 average before Temp = 307 *F
After IC---- 167--169--161--168--162--157--154--159--158--157 average after Temp = 161 *F
Average Temperature drop thru Water to Air Intercooler = -146 *F
Water/Meth Injection/Liquid Intercooling
82* ambient temp, 19 pounds boost, 5 second runs, Increased boost due to NO restriction from Intercooler, +3 pounds boost = +40HP
Charge Air Temp Without Water-- 316--326--324--322--317--317--320--320 average Temp = 320 *F
Charge Air Temp WITH WATER- 170--168--168--170--185--150--173--170 average Temp = 170 *F
Average Temperature drop WITH WATER/METH/LIQUID INTERCOOLING = -150 *F
Example-Jeep 4.0 Avenger S/C Kit with 2" thick water to air Intercooler, showed decreases IAT 20-25 degrees at most, IAT CLIMBS as accelerate and stay in boost
33. PARTS LISTS-
Roller Rocker Arms:
Yella Terra 6627 1.6 $459 online, $529 Quadratec
Yella Terra 6628 1.7 ? if still available
Harland Sharp S40196 1.6 non-adjustable, fit under stock valve cover $346 Summit, Jegs, Amazon
ARP:
ARP 146-5401 mains studs $108, 146-5001 main bolts $64
ARP 146-4201 head studs $136, 146-3601 head bolts $78
ARP 146-6001 rod bolts $78
ARP 146-2801 flywheel bolts
ARP 146-2901 flexplate bolts
Mopar Performance Valve Springs:
valve springs #5249464 ?availability
retainers #4452032 (8*) 8mm
locks #4529218 (8*) 8mm
hardened steel locks #4452031
Bearings:
Clevite Mains MS1947P
Clevite cam SH1980S
Clevite Rods CB960P x6
MLS .044" compressed Head Gaskets:
Mopar Performance P4529242
Jeep 53010587AA
Victor Reinz 54249S or 54249
FEL-PRO 26211 PT
Victor Reinz HS5713Z Head gasket set for a 96-98 4.0 now comes with the .044" gasket
Fuel Injectors:
Model Year, ...Part #, ......Color, .....Fuel Pressure, ...Static Flow,
'87-'90, ........53003956, ...Dark Tan, ...39psi, .................18.6lb/hr
'91-'93, ........33007127, ...Brown, .......39psi, .................21.0lb/hr
'94-'95, ........53030343, ...Tan, ............39psi, .................21.0lb/hr
'96-'99, ........53030778, ...Grey, ..........49psi, .................23.2lb/hr
'99-'01, ........04854181, ...Blue tip, .....49psi, .................22.5lb/hr
'96-'98..........703s 4 hole...EV1............49psi...................24.1lb/hr..........21.5 @ 39psi
'99+..............784s 4 hole...EV6............49psi...................24.0lb/hr
'05-'06 TJ 4.0 NGC Next Generation Computer ECU.......58psi
34. Fuel Injector Selection Total Amount Fuel HP Boost
22lb/hr x 6……...........stock...........….132pounds fuel…..190HP…..stock
30lb/hr x 6……...............…………….180pounds fuel…..260HP…..6 lbs boost
22lb/hr x 6 + 50lb/hr 7th inj….......…..182pounds fuel…..265HP…..6 lbs boost
24lb/hr x 6 + 50lb/hr 7th inj…….........194pounds fuel…..275HP…..7 lbs boost
22lb/hr x 6 + 60lb/hr 7th inj….......…..192pounds fuel…..275HP…..7 lbs boost
24lb/hr x 6 + 60lb/hr 7th inj…….........204pounds fuel…..290HP…..8 lbs boost
34lb/hr x 6…….............……..……….204pounds fuel…..290HP…..8 lbs boost
34lb/hr x 6…….............……..……….204pounds fuel…..290HP…..8 lbs boost
22lb/hr x 6 + 80lb/hr 7th inj….......…..212pounds fuel…..310HP…..10 lbs boost
24lb/hr x 6 + 80lb/hr 7th inj….......…..224pounds fuel…..320HP…..11 lbs boost
36lb/hr x 6…….............……..……….216pounds fuel…..315HP…..10 lbs boost
52lb/hr x 6…….............……......…….312pounds fuel......450HP…..22-24 lbs boost
** Requires about 0.7 pounds fuel for each HP **
** Requires about 0.7 pounds fuel for each HP **
35. Theoretical Boost Output, 'Predictions'
-Roots, twisted roots and twin screw superchargers all put out a 'specific'/theoretical amount of air/displacement measured in Cubic Inches/revolution or cc/revolution and hence their name, M62 and M90 put out 62 and 90 Cubic Inches/revolution respectively.
-The crank pulley and supercharger pulley determine the 'step up' ratio. Since there are 2 crankshaft rotations for one complete engine cycle, we can determine the 'theoretical' air output of the supercharger /1 engine cycle in cubic inches.
-Crank pulley diameter/SC pulley diameter = Step up ratio x 2 x SC Displacement = SC output per 1 engine cycle(2 crank rotations).
-SC output / engine displacement = Pressure Ratio
-(Pressure Ratio -1) x 14.7psi = Theoretical Maximum Boost psi (TMB)
-Unfortunately these superchargers are not 100% efficient and depending on their rpm, will have output efficiency of only 70-85%.
-Actual Boost seen will only be about 75-85% of theoretical Maximum boost.
-Also affecting SC efficiency and output is the SC inlet and outlet restrictions. Restrictions in the air filter, air inlet tract, throttle body, SC inlet manifold, SC outlet manifold, outflow air tract, intake manifold all restrict and decrease the output of the supercharger. Look at these restrictions before 'blaming' the SC for low boost output.
-Restrictions in the intake manifold, head flow, cam timing and exhaust flow will increase the boost reading but will decrease airflow.
**Remember that the faster that the SC is turning and the higher the boost, the HIGHER THE CHARGE INTAKE AIR TEMPS and the greater chance for detonation which requires more fuel/richer AFR and more boost timing retard which both result in lower HP/TQ. Intercooling will be required, either air-air, air-water or chemical/liquid intercooling with fuel via 7th injector or water/meth injection.
EXAMPLES- Using Maximum 4850rpm, WOT shift point of AW-4 Auto Trans
-Remember- Actual Boost Seen might be higher than predicted due to poor flowing intake manifold, head, stock valves and stock cam. The air will stack up due to the restrictions.
M62 SC 6.375" crank pulley 2.125" SC pulley 4.0L(242CI) Max SC rpm @4850=14,550rpm
6.375"/2.125"=3:1pulley ratio x 2 x 62CI= 372CI /242CI= 1.537Pressure Ratio -1 x 14.7= 7.89psi TMB x 80%efficiency= 6.3psi actual boost seen if no inlet or outlet restrictions
-if STROKER 4.6L(280CI)6.375"/2.125"=3:1pulley ratio x 2 x 62CI= 372CI /280CI= 1.329Pressure Ratio -1 x 14.7= 4.83psi TMB x 85%efficiency= 4.1psi actual boost seen
**2.125" SC pulley is the smallest recommended pulley for the M62 for belt wrap and not exceeding SC max rpm of 15,000rpm at WOT shift rpm of 4850
M90 SC, 6.375" crank pulley 3.8" SC pulley 4.0L(242CI) Max SC rpm @4850=8,136rpm
6.375"/3.15"=1.677:1pulley ratio x 2 x 90CI= 302CI/242CI= 1.24Pressure Ratio -1 x 14.7= 3.64psi TMB x 70% efficiency= 2.55psi actual boost seen if no inlet or outlet restrictions
M90 SC 6.375" crank pulley 3.15" SC pulley 4.0L(242CI) Max SC rpm @4850=9,797rpm
6.375"/3.15"=2.02:1pulley ratio x 2 x 90CI= 364CI/242CI= 1.50Pressure Ratio -1 x 14.7= 7.42psi TMB x 70% efficiency= 5.2psi actual boost seen if no inlet or outlet restrictions
-if STROKER 4.6L(280CI)6.375"/3.15"=2.02:1pulley ratio x 2 x 90CI= 364CI/280CI= 1.30Pressure Ratio -1 x 14.7= 4.41psi TMB x 70% efficiency= 3.1psi actual boost seen
M90 SC 6.375" crank pulley 3.0" SC pulley 4.0L(242CI) Max SC rpm @4850rpm=10,301rpm
6.375"/3.0"=2.124:1pulley ratio x 2 x 90CI= 382CI/242CI= 1.57Pressure Ratio -1 x 14.7= 8.5psi TMB x 75% efficiency= 6.3psi actual boost seen if no inlet or outlet restrictions
M90 SC, 6.375" crank pulley 2.85" SC pulley 4.0L(242CI) Max SC rpm @4850=10,845rpm
6.375"/3.15"=2.02:1pulley ratio x 2 x 90CI= 364CI/242CI= 1.50Pressure Ratio -1 x 14.7= 7.42psi TMB x 70% efficiency= 5.2psi actual boost seen if no inlet or outlet restrictions
M90 SC 6.375" crank pulley 2.8" SC pulley 4.0L(242CI) Max SC rpm @4850rpm=11,043rpm
6.375"/2.8"=2.277:1pulley ratio x 2 x 90CI= 409CI/242CI= 1.69Pressure Ratio -1 x 14.7= 10.1psi TMB x 75% efficiency= 7.5psi actual boost seen if no inlet or outlet restrictions
M90 SC 6.375" crank pulley 2.5" SC pulley 4.0L(242CI) Max SC rpm @4850rpm=12,367rpm
6.375"/2.5"=2.55:1pulley ratio x2 x 90CI= 459CI/242CI= 1.897Pressure Ratio -1 x 14.7= 13.18psi TMB x 75% efficiency= 9.9psi actual boost seen if no inlet or outlet restrictions
-if STROKER 4.6L(280CI)6.375"/2.5"=2.55:1pulley ratio x 2 x 90CI= 459CI/280CI= 1.639Pressure Ratio -1 x 14.7= 9.4psi TMB x 75-80% efficiency= 7.0-7.5psi actual boost seen
M90 SC 6.375" crank pulley 2.25" SC pulley 4.0L(242CI) Max SC rpm @4850rpm=13,725rpm
6.375"/2.25"=2.83:1pulley ratio x 2 x 90CI= 510CI/242CI= 2.11Pressure Ratio -1 x 14.7= 16.3psi TMB x 80% efficiency= 13psi actual boost seen if no inlet or outlet restrictions
-if STROKER 4.6L(280CI)6.375"/2.25"=2.83:1pulley ratio x 2 x 90CI= 510CI/280CI= 1.82Pressure Ratio -1 x 14.7= 12.07psi TMB x 80-85% efficiency= 9.66-10.25psi actual boost seen
M90 SC 6.375" crank pulley 2.125" SC pulley 4.0L(242CI) Max SC rpm @ 4850rpm=14,550rpm
6.375"/2.125"=3.0:1pulley ratio x 2 x 90CI= 540CI/242CI= 2.23Pressure Ratio -1 x 14.7= 18.1psi TMB x 80% efficiency= 14.5psi actual boost seen if no inlet or outlet restrictions
M90 SC 8.0" crank pulley 2.75" SC pulley 4.0L(242CI) Max SC rpm @4850=14,114rpm
8.0"/2.75"=2.91:1pulley ratio x 2 x 90CI= 524CI/242CI= 2.16Pressure Ratio -1 x 14.7= 17.1psi TMB x 80% efficiency= 13.7psi actual boost seen if no inlet or outlet restrictions
-if STROKER 5.0L(302CI) 7.9"/2.75"=2.87:1pulley ratio x 2 x 90CI=516.6CI/302CI= 1.711Pressure Ratio -1 x 14.7 =10.44psi TMB x 80-85% efficiency=8.35-8.87psi actual boost seen
M90 SC 8.0" crank pulley 2.5" SC pulley 4.0L(242CI) Max SC rpm @4850=15,520rpm
8.0"/2.5"=3.2:1pulley ratio x 2 x 90CI= 576CI/242CI= 2.38Pressure Ratio -1 x 14.7= 20.3psi TMB x 85% efficiency= 17.2psi actual boost seen if no inlet or outlet restrictions
6.72" Crank Pulley is the equivalent of 1/8"(0.125") smaller SC pulley, that's it. May help belt slippage if that is a problem. 6.72" Crank pulley will allow you to run 1/8" larger SC pulley for the same boost.
8.0" Crank Pulley (MagnumPowers) is the equivalent of about 1/2"(0.500") smaller SC pulley. This will help belt slippage if that is a problem. 8.0" Crank pulley will allow you to run 1/2" larger SC pulley for the same boost or higher SC rpm for greater boost.
8.5" Crank Pulley is the equivalent of 3/16"(0.17") smaller SC pulley compared to 8.0" pulley
STROKER 4.6L (280CI) with same SC pulley, vs. 4.0L- will decrease boost 2-3 psi due to the larger displacement
Predicted HP/TQ = (1 + boost/16) x current Nat.Asp. HP/TQ
4psi=25%increase 6psi=37%increase 8psi=50%increase 10psi=65%increase 13psi=80%increase 16-17psi=100%increase
