gen 3 and 5 m90's
- Thread starter DWosik13
- Start date
Sabrewings
New member
They use four lobes per rotor instead of three. I think the amount of twist was increased as well. I'm not sure but the case my have been improved some.
T
TDCRacing
Guest
The gen 5 has a different mounting bolt pattern for the TB since it utilized the drive by wire throttle body.
The Gen 5 has the IAC mounted on the S/C instead of the TB.
The Gen 5 is more efficent that the Gen 3
The Gen 5 has a different LIM than the Gen 3
The Gen 5 has the IAC mounted on the S/C instead of the TB.
The Gen 5 is more efficent that the Gen 3
The Gen 5 has a different LIM than the Gen 3
Sabrewings
New member
T
TDCRacing
Guest
HMM I wonder what the heck that thing was that I pulled off? lol. Maybe I can get a pic. It went straight into the the s/c though. I do know that much lol
Sabrewings
New member
I don't see how the IAC could be mounted on the SC. It's got to be part of the throttle body, if it's on the engine at all.
lageR
New member
Holy misinformation batman!
It seems like everyone in here wants to hear themselves speak, regardless if what they're saying is completely wrong. If you don't know, don't pretend you do people, jeeze
The gen5 does NOT have 4 lobes per rotor
The gen5 does NOT have an IAC system integrated into it, the Series III motors that the Gen5 came on do not have an IAC at all! They have a drive by wire TB which controls idle, without the need for an IAC valve. The only electronic component integrated into the Gen5 is the evap solenoid, located on the rear of the blower, near the PCV valve access flange.
The Gen5 has the same rotor helix as the Gen3 (hell, the bare machined rotors are identical), same displacement, same rotor diameter and length.
The Gen5 has an abradable epoxy coating designed to wear into itself, thereby increasing volumetric and adiabatic efficiency (think, less gap between rotors and case). There is no data to my knowledge about the extent to which this increases efficiency though.
The case also has a decreased incline from the inlet to the rotors, a larger inlet bore, as well as a wider flow path that is more optimized, all of which serves to increase volumetric efficiency.
The outlet is also changed, slightly larger, and offset further towards the snout side of the blower, which causes less impediment to the flow, again increasing efficiency.
The common misconception is that, because the 04+ motors are rated at 20 hp more than the Series II motors, that swapping a Gen5 will result in an immediate 20 hp gain. This is just not the case, and on a mildly to moderately modded car, there will be very little gain to be had with the Gen5 over a Gen3. Only when these blowers are really pushed outside their efficiency ranges does the difference really become apparent. The smaller the pulley, the more the Gen5 is going to outperform the Gen3.
It seems like everyone in here wants to hear themselves speak, regardless if what they're saying is completely wrong. If you don't know, don't pretend you do people, jeeze
The gen5 does NOT have 4 lobes per rotor
The gen5 does NOT have an IAC system integrated into it, the Series III motors that the Gen5 came on do not have an IAC at all! They have a drive by wire TB which controls idle, without the need for an IAC valve. The only electronic component integrated into the Gen5 is the evap solenoid, located on the rear of the blower, near the PCV valve access flange.
The Gen5 has the same rotor helix as the Gen3 (hell, the bare machined rotors are identical), same displacement, same rotor diameter and length.
The Gen5 has an abradable epoxy coating designed to wear into itself, thereby increasing volumetric and adiabatic efficiency (think, less gap between rotors and case). There is no data to my knowledge about the extent to which this increases efficiency though.
The case also has a decreased incline from the inlet to the rotors, a larger inlet bore, as well as a wider flow path that is more optimized, all of which serves to increase volumetric efficiency.
The outlet is also changed, slightly larger, and offset further towards the snout side of the blower, which causes less impediment to the flow, again increasing efficiency.
The common misconception is that, because the 04+ motors are rated at 20 hp more than the Series II motors, that swapping a Gen5 will result in an immediate 20 hp gain. This is just not the case, and on a mildly to moderately modded car, there will be very little gain to be had with the Gen5 over a Gen3. Only when these blowers are really pushed outside their efficiency ranges does the difference really become apparent. The smaller the pulley, the more the Gen5 is going to outperform the Gen3.
Sinister Drag Designs
New member
Holy misinformation batman!
It seems like everyone in here wants to hear themselves speak, regardless if what they're saying is completely wrong. If you don't know, don't pretend you do people, jeeze
The gen5 does NOT have 4 lobes per rotor
The gen5 does NOT have an IAC system integrated into it, the Series III motors that the Gen5 came on do not have an IAC at all! They have a drive by wire TB which controls idle, without the need for an IAC valve. The only electronic component integrated into the Gen5 is the evap solenoid, located on the rear of the blower, near the PCV valve access flange.
The Gen5 has the same rotor helix as the Gen3 (hell, the bare machined rotors are identical), same displacement, same rotor diameter and length.
The Gen5 has an abradable epoxy coating designed to wear into itself, thereby increasing volumetric and adiabatic efficiency (think, less gap between rotors and case). There is no data to my knowledge about the extent to which this increases efficiency though.
The case also has a decreased incline from the inlet to the rotors, a larger inlet bore, as well as a wider flow path that is more optimized, all of which serves to increase volumetric efficiency.
The outlet is also changed, slightly larger, and offset further towards the snout side of the blower, which causes less impediment to the flow, again increasing efficiency.
The common misconception is that, because the 04+ motors are rated at 20 hp more than the Series II motors, that swapping a Gen5 will result in an immediate 20 hp gain. This is just not the case, and on a mildly to moderately modded car, there will be very little gain to be had with the Gen5 over a Gen3. Only when these blowers are really pushed outside their efficiency ranges does the difference really become apparent. The smaller the pulley, the more the Gen5 is going to outperform the Gen3.
That just about covers it.......
GR8racingfool
New member
And that's pretty much why the GenV out performs most all ported and polished GenIII's. You can do all you can to a GenIII, but you cant change the inlet design of a GenIII to match a GenV. Its just better designed, and better built. No more "wall" in the intake side, its a more gradual climb now.
The rotor coating on the GenV does not make the supercharger THAT much more efficent over a GenIII. Eaton only changed their formula, and method, because the coating process on the GenIII's was proven to be quite difficult to apply it evenly and not have high and low spots, where as the GenV coating they can apply it, and its "ran in" in the first 1 to 2 minutes of its first run cycle. They could be as sloppy as they want, with a GenV, case during "break in" it would set the final tolerance for them for good.
Also the rotor prep. was changed from the GenIII to GenV. Before they are coated, they now actually prep the metal surface so it has a much greater bond, where as before, the rotors were machined to tolerances, and only cleaned/de greased before they were coated. The coating had a 50% chance of staying on its entire life because under the surface...it was smooth as glass. The GenV rotor prep was to break that smooth as glass finish, and actually rough up the metal, also called scuffing. By breaking the surface sheen, they coating now had a MUCH better chance of bonding and hanging on.
Think of it like painting on glass. The lightest touch or rub, and that paint will come off cause there is nothing for the paint to grab a hold of. Scuff, or sand the glass, making it "frosty" and then paint will have a much greater bond. Kinda like prep work for any paint job...you have to sand before you can paint.
So those that say "My rotor coating is peeling because of my nitrous, alcohol, etc." or, no wonder as to why... there you go. :th_thumbsup-wink:
~F~
Sabrewings
New member
I had been reading on Eaton's site a while ago and apparently mixed together their Twin Vortices series with the Gen Vs.
GR8racingfool
New member
You got it!
If your car is 100% stock, or heavily modified...you have the risk of your GenIII coating peeling off regardless of what you blow or shoot through it.
Its not the end of the world, or the end of the supercharger if that does happen. Best bet if it does is to swap out your rotor pack with another one from a different lower mileage supercharger and carry on your way.
Or...wait for my core exchange program to take off for these, and get yourself a problem free set of recoated, and rebalanced set of rotors in a freshly rebuilt rotor pack ready to install. I am perfecting my method on these, and have been working off and on this project of mine for the past 3 or 4 years now. MUCH cheaper and MUCH more affordable than the others who rebuild these. Price goal is well under $300.00 for a unit with a warranty I stand behind personally.
~F~
Sabrewings
New member
Interested! :th_thumbsup-wink: