H for Hybrid.

Each one of the Ford factory applications of Eaton-manufactured intercooled, positive-displacement supercharger has been a hit with enthusiasts, and we can safely say that  the M122H sitting proudly atop the Boss's fearsome 5.4 will continue this torquey tradition. Eaton refers the M112H as a hybrid-thus explaining the "H" in its designation. It's a hybrid of the fifth-generation Roots design as used on the Terminator Cobra and a patented, all-new sixth-generation that didn't debut until 2008. It's still a Roots-unlike a screw blower, all air compression will take place in the manifold and not within the blower itself.

Until about 15 lbs. the Eaton is the more efficient style head unit to use as the fact is that the air in a Lysholm decompresses as it enters the intake after the supercharger. This requires the need for a compression release valve in the Lysholm as the pressure in the case is higher than in the intake. The trade off is higher temp at lower and no boost (off idle). The Eaton uses a valve to equalize the pressure when the intake is in vacuum and thus lowers the adiabatic temp gain. (Charge temp) This is the main reason the OEM's use the Eaton under 15 Psi. of boost. The increase in charge temp and parasitic drag on a twin screw makes emissions control more difficult under conditions that 95% of drivers generally use.

The fact is and remains that the Roots style makes more boost faster and its design is more effective for the part throttle/low boost driving style of 95% of the use of a car like this.

Efficiency. Both mechanically and thermally, the hybrid is substantially more efficient than its Gen V predecessors-thanks to reengineered rotor and port designs-and the hybrid essentially combines Gen VI rotor and port designs with existing Gen V pitch diameter, or rotor spacing. In even more basic terms, think of it as Gen VI rotors in a Gen V housing.

According to Eaton, thermal efficiency is up by about 15 percent over the Gen V, meaning substantially lower blower-discharge temps. Lower air-charge temps offer less chance of detonation, permitting more spark advance to be dialled in. More advance equates to more power. And because the hybrid is also more mechanically efficient with fewer parasitic losses than its older Gen V siblings, it consumes less horsepower to generate boost.

Optional Head Units

For the more serious racer each BPT Supercharger is capable of upgrade to the popular Whipple, Kenne Bell or Roush head units. Our kits are 100% upgradeable to accept all the aftermarket products offered by the U.S.A.

Only BPT Motorsport offers such a supercharger kit that is truly diverse in its function and capability for the Australian market.

Comparison Chart BPT v’s Other Charger kit

Why two belt drives?

The position of the new M122H supercharger coupled with its drive inertia means that some accessories have to be moved from the base sheave out to the second sheave to minimize belt wear and slip concerns. This allowed the alternator drive to be moved out to the 2nd sheave. The key to this “dual sheave” design was to arrange the accessories such that the forces on the crankshaft from the 1st and 2^nd sheaves would be balanced. This reduces the bearing loads and prevents starving the #1 main journal oil feed. This not only creates a more favourable loading balance on the crank, but actually reduces the overall load on the crank compared to other Ford aftermarket supercharger kits. Functionally, this system allows for better belt wrap over every single component including the supercharger pulley with nil slippage from a 6 rib system. 

See also optional 8 Rib Front End Accessory Drive Systems for high boost application.

Intake manifold and Intercooler Core

The intake manifold helps to channel the supercharged fuel-air mixture into the cylinders. The more efficient low-profile short runner manifold design also effectively packages the entire induction system under the Boss 260/290 hood. Air flow comes from a dual-bore electronic throttle body borrowed from the Ford GT500 5.4 / 6.8-liter V-10 truck engine.

The air is compressed by the supercharger and discharged into the upper intake manifold. It then passes through a water-to-air intercooler bolted directly to the upper intake. The intercooler reduces the air charge temperature by up to 27o C improving detonation resistance and increasing high load performance. The air then fills the lower intake plenum and is routed to the cylinder heads by eight short bell-mouthed runners.

Compliance Testing Department of Transport Approval

BPT can guarantee the compliancy of our supercharger kits to 5 Gas and ADR testing for approval on our streets. A BPT supercharger on it's own will not advisedly affect emissions.

Driving Cycle Data log's

For your viewing are a number of driving cycle data logs that show the efficiency of the BPT supercharger kit. Use this information to compare with our competitors kits just to see how superior our design really is. Note the discharge Air Intake temperatures in cruise and under Wide Open Throttle conditions and how they are maintained at exceptionally low levels with fast recovery heat rejection.

Click on the Hyperlinks below or "right click save as" to save and view logs.

Log 0001,    Log 0002,    Log 0003,    Log 0004.

Measuring 550mm x 160mm x 55mm, Our intercooler core in comparison to our competitors core design is the largest and most efficient on the market of its kind. This is due to its compact, large and rigid design with more fins per square inch.