Has any tried or know if on the VR series 2 engines if the Buick 1992-1994 superchargers are a direct bolt on? Other than the throttle elbow issue. I belive they ran an M62 on it.
pretty sure they only came out for the heads with pcv provision, so you should be right. just a matter of sorting that elbow issue as you pointed out. and sorting out all the hoses
A guy I work with bought an American Buick charger. It was very cheap but as said before, he's having big problems with fitting it because of the throttle elbow.
I've looked into this a little bit too. This is what I have so far: The LIM (and S/C) look to be a straight bolt on. hakhawk, I believe you have an N/A LIM/UIM on yours (albeit reversed) and the TB's are apparently in the same position N/A'd and S/C'd. Care to comment further? The S/C inlet will be very close to the firewall, about level with the last bolt on the throttle cable bracket. This would probably be OK if you could curve the "elbow" (to be fabricated) between the TB and S/C inlet down as well as left. Unfortunately, the thermostat housing also needs real estate in this area. The Australian S/C Ecotech (US S11 L67) has a left/right slope on the thermostat housing surface on the LIM to help avoid this, as well as the S/C housing bend. The Ecotech t'stat housing to top radiator hose pipe looks like it would be close to suitable. S1 VN heater/coolant reservoir pipes and hoses (again) look workable with the S1 L67 timing cover outlets. The power steering pumps on Ecotech and VN-VR are the same, so Ecotech power steer hoses and reservoir should work. (The alternator is moved on the US S1 L67's to where the power steering pump is on VN-VR Commmodore; the height of the alternator in the new location might also be an issue). The accessory drive idler pulleys and brackets would appear to be a straight bolt on. The S1 L67's come with stronger, and consequently heavier, pistons and con rods. This means that the balance shaft, harmonic balancer and flex plate are all balanced to suit the heavier parts. Simply swapping on the US S/C harmonic balancer (to get the S/C drive) will result in an engine imbalance. (And there are a few different balancer part numbers used depending on model year). One suggestion has been to machine a S/C balancer (weight) to match the N/A bottom end. Stocky, the '92-'93 S1 L67 was rated at 200hp, the '94-'95 at 225hp and there are a lot of people playing with them in the US to get more. I think that they are at least worth a look against the SC14, even if it isn't a simple bolt on swap.
im still working on the n/a lim on mine(on hold while i paint the vp), but therers not much to say i spose. i flipped it around because i wanted the tb facing the front anyway, so i didnt bother to look at clearances to the firewall. im having to make new spots for a lot of the coolant hoses, as flipping the lim around rendered some unuseable. theres also a few useless ports in the lim im bypassing. just a note, the ecotec and vn-vr power steering pumps are identical bar the steel hose fitting in the ecotec one. to use the ecotec reservoir, the vn-vr needs this fitting added, which isnt just a screw in job. the other alternatice is just to bolt a ecotec one on instead. only catch is, i dont know how the power steering pump will then bolt to where it sits on the ecotec, as theres bolt holes on the ecotec that the vn-vr block doesnt have. i havent looked at where the s1 l67 pump sits.
I am pretty sure that the power steering hose fitting is a press fit on VS and could be swapped into a VN-VR pump. The S1 L67 pump sits on an alloy bracket that bolts onto the front of the engine.
