Basically I'm considering a G40 conversion for my GT.

But it has to remain my daily so for reliability i was thinking of a eaton supercharger conversion instead of the ticking timebomb that is the g.

What can anyone tell me about these conversions, I.E whats needed, cost, what figures to expect etc.

Any better ideas?

Cheers for your help.... Liam

eaton conversions are not the way to reliable power, unless you get a very good kit, or are good at machining, as frankly the kits that have been sold on the market, are not really fit for purpose, and have all needed modifications, some minor, most extensive.

g-laders arent really ticking timebombs, its the people that dont treat them with the care they require. banging g's off the limiter is a no-no as it will quickly fuck the apex seals, but it doesnt stop people, but it means everyone else gets a billy-bargain when matey boy sells thier g with a puddle of oil in thier intercooler

id put the cost of the eaton conversion between 700-1000 pounds and that is conservative

But it has to remain my daily so for reliability i was thinking of a eaton supercharger conversion instead of the ticking timebomb that is the g.

that's just a stupid rumour, a g-lader is fine if kept serviced and you drive with at least the tinyest bit of mechanical sympathy (i.e. not banging it off the limiter in every gear).

Fit a new rev limiter with a lower limit (only has to be a few hundred RPM) , thats what my old man did to stop his Eaton'd MX5 from eating piston rings

no, if anything the best idea is to move the rev limiter waaay up so that you never hit it and just be careful that you don't over-rev the engine yourself. It's the sudden decrease in RPM that can damage the g-lader that is caused when you hit the hard-cut rev limiter. That's generally why the 8k rev limit chips exist.

Fair enough, is suppose they're different problems for different 'chargers!

EDIT: Spelling

Edited 1 September, 201016 yr by dirt_monkey

ahhh i see, what is the logic behind the eaton conversion then?

I think the Eaton chargers used to be available alot cheaper, and they're disposible items in terms of servicing. This meant that you could have 3 newish eatons for the price of a G40 charger rebuild. Also I think (someone may correct me here) that they're capable of producing more power Vs services than a G40 charger (i.e running big power with a G40 charger means smaller pulley, means more frequent servicing).

oo right ok, how do the previos two compare to say a turbo conversion?