Stock Saleen Series II inlet configuration.


I could've left it alone but I wanted to retain the panther driver's side inlet (make the kit work for the car, not the car work for the kit ;) )

Keeping it on this side would have posed other problems as well - a/c lines, fuel rail valve,etc.



This is the color the blower comes painted from Magnuson, who supplied the blowers for the Saleen kits.

First problem with flipping the inlet was the bypass actuator had to be flipped to the other side. This entailed removing the bypass blade/shaft and the actuator itself.


The actuator is vacuum controlled. With engine vacuum the valve is opened allowing air to bypass the rotor lobes thus reducing parasitic loss and increasing efficiency.
When there is no vacuum, and the blower starts to go into boost, the actuator forces the valve shut.

The actuator is calibrated by Eaton (Magnuson in this case) so it must be installed the same way to keep it accurate.

Stock Eaton-Magnuson MP90/MP112 4th and 5th gen inlet for aftermarket applications.

Note the 3 removed studs. The lower left had to be replaced with a bolt (M8x1.25) for clearance. The middle studs were deleted all together so the flipped inlet could bolt on w/ the adapter.

Another shot with bypass valve in place

I had not scraped the old RTV sealant off yet

A generous amount of RTV was used to seal it to the adapter plate

Adapter. Just made from aluminum.

Because of the Eaton's unique inlet the inlet pipe cannot be simply flipped over. It is semi-circular on top, triangular on bottom.
I traced both sides on graph paper a few times, took some measurements and superimposed the inlet, upside down, on the blower inlet trace to get the shape of the adapter needed so it would seal both sides.

The adapter seals to the blower and the flipped inlet seals to the adapter.

There is a slight loss of airflow because of this, and it probably introduces some turbulence, but I'm not concerned (I don't care if it robs some power, it is still going to be a major improvement)

A test fit later on with flipped inlet.

Note the now satin-black blower. The throttle body had to be flipped 180 to clear the new IAC location. A small steel bracket was bent to secure the throttle cable. It is actually a saleen-included part bolted onto the small black bracket. It is adjustable so I could take up the cable slack.


Also note the modified fuel rail. The two spring lock couplings were spares attached to test fitment - which was good because they would not have cleared the throttle linkage. The rail inlet/out were bent downward for more clearance.


Getting to the injector connectors and COPs in this location (#5, #6, #7) is VERY difficult. The #6 plug is virtually inaccessible to replace, but is possible if it really had to be done.

I used all double platinum finewire Ford Lightning plugs (2 steps colder) so I wouldn't have to deal with them for a LONG time (rated for 100k service interval, so at least 50k and I hardly drive the car anyway)