the key to all this is isolating the supercharger's intercooler core from the engine temp's

right now they are as one.One big "Heat sink" once the engine temp reaches operating temps so does the supercharger. When you Isolate using phenolics the supercharger and its intercooler are now only dealing with its own heat, the cooling system has a better op to cool itself by not having to overcome the actual engine temps. Since the fuel rails are also attached to the upper lid they too stay cool, everything above the phenolic does and the further away from the plate the cooler it actually is.
even after several boosted runs the blower is cool to the touch.
the added height under the intercooler has proven to be less restrictive, Some combo's need more some don't its all relative to cubic inch and hp goals based on the rotor size you are working with. These blowers are quite impressive, they just need a little help to really push them past there original design which was an easy and reliable bolt on 100hp and "set-it and forget it" kinda deal. they have plenty of potential
several different "lids" upper manifold configs exsist. Magnuson uses the same fuel rail excrusion for their kits another words the mount points are the same, however the actual height of the bosses are different depending on inj size originally equipped.
Some may or maynot have enough room to mill them down. some may or maynot have the ability to just raise the rail. I would suggest identifing the height of the oe injector.
there are three different heights of injectors available as standard o.e equipment.there are several co that make inj spacers to go from there.

 

Last time I went to the track it was a 50 degree day. When I crossed the traps I was around 200 degrees IAT if I remember correctly. I have the pass logged, I will have to check for sure. I turned the truck off, and sat there with the hood opened, and 45 min later the top of the supercharger was still hot to the touch. Obviously compressing air creates heat, and I just think the coolers are too small to start pushing some serious air. I was also using water/meth before the TB, and I basically think it was defeating the purpose except for the octane boost. I think by the time it goes through the supercharger and extremely hot intercooler, it is too hot to help. I am going to try and inject 8 different nozzles under the intercooler to help cool it even better.

I will start a new thread as the upper intake comes along, and have already built the heat exchanger. Here is a pic of it. The welds aren't perfect (I may clean them up), but more importantly it doesn't leak. I want to give this thing every opportunity to make power. The intercooler will be just about as drastic of a difference vs the original one. (That is if all works well)

 

That looks like a air to air core?

 

Yes it is. I know it won't work as well as an air to water, but what the heck, it is worth trying. It actually passes back and forth 4 times, so it should be in there long enough. I know it isn't the best design, but I am sure it is light years ahead of the original.

 

We need more pics!!!

 

What's best material to use for heat insulation? It looks like there are a number of different kinds of phenolic.

 

am thinking of adding one of this to my car Air to Water Heat Exchanger

 

I looked back at my PM's with Kiquee (hasn't been on here since July 2011) who made a spacer for his MP112. He said he had to get longer bolts, reweld the mounting tabs on the fuel rail, get a longer 6 rib belt (didn't specify how long), lengthen the snout support (again, didn't specify if he made one custom or modified the existing one), and trim the alternator cover for clearance. He had a friend cut his spacer with a CNC machine after he took his blower apart and made a template. He didn't say if his was 1/2" or 1".

Bump! Ray or Trick, you have any guidance on this?