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Final Fit The engine is largely stock with larger 7MGTE injectors installed to provide the extra fuel. IMF headers were added, they flow very well and a good choice for the supercharger. The top of the engine was tidied up, some of the VSVs were moved to the left side. The ‘95 has an EGR with...

PNR Switch I've done two manual conversions and had no electrical issues. To bypass the PNR switch I simply cut off the PNR connector and connected the black wire (pin 5) to the black-white wire (pin 6) to enable the start circuit. If you did anything fancier than that, I would start...

Pulleys and Belt Fore/aft positioning of the M112 was determined by the original pulley position. M90 pulleys are 6 rib, readily available, and have the same shaft diameter as the M112. You’ll need a press to get the original pulley off, you need to remove the snout to do this. I got the 3.5” 6...

Welding The welding was done by a pro with direction to make it pretty. It was mostly TIG'd.

Throttle Body Manifold The supercharger throttle body manifold was fabricated by cutting the Ford manifold and welding on a flange for the Lexus throttle body. You need to transition quickly from the flat Ford manifold to the round Lexus flange. Pieces of 3 ½ inch aluminum thick wall tube were...

M112 Fitment The extra mounting lugs etc on the M112 for the Ford install were removed and the case smoothed for aesthetics. The M112 front left mounting leg was moved to accommodate the fuel rail bolt location, however, the M112 is slightly too wide for the original fuel rail mounts. Next...

M112 Prep There are plenty of ports at the back of the supercharger. It’s a tight area when installed so some pre-planning is needed. Lower flange is removed as it would interfere with the manifold intake runners. Taking the front snout off to change the pulley is straightforward...

Manifold Actually the fabrication went very well. There was some head scratching on the water bridge as the space is very tight and the connection to the waterpump forces the mainfold to be very exact.

Boost We had no boost number in mind, we were thinking of a mild 6 psi. The boost builds fast and I haven't really run it out yet. The 'problem' is that the engine revs out so quick that the boost doesn't have time to build before you need to shift. It hit 8.6 psi during testing and I think...

Front Water Manifold Sorry no video yet. The following is the work needed to modify the water manifold. The slope of the M112 snout interferes with the original water bypass manifold so the manifold needs to be pushed forward. There are limits as to how far forward the bypass manifold can be...

Supercharger Manifold Available manifolds were investigated but I did not have a lot of confidence that the end result would fit under the hood so I decided to fabricate my own. A reference height from the top of the thermostat housing to the underside of the hood was taken. The positioning of...

I thought I would detail my M112 install on my 95 SC400. Objective was for about 300 rwhp and an overall stock look, it had to fit under the hood! The M112 was chosen as it is a good looking piece of kit and they are relatively cheap and easy to find. Needless to say it is a tight fit...

Lower chamber not required, it was used to limit boost on the Ford. The picture is from my original configuration, now lower chamber is not connected.

I used the Ford bypass valve which is double chambered. I hooked up both originally, one to vacuum and one to boost, but the double chamber is there to limit boost which it did (about 4.6 psi). The picture shows the original double configuration. You only need to hook up one vacuum source to...

I fabricated a manifold to go from the M112 to connect the SC throttle body and IAC. I used a stand alone filter on the IAC at first then ended up hooking the IAC to the intake tube. I use the stock ECU and the IAC works great except for a slight idle hunt of plus or minus 200 rpm on start for...

I'm running 320 cc injectors with the stock ecu on a '95 SC400 to provide fuel for a M112 supercharger. The stock ecu has no problem adjusting the idle pulse width for the larger injectors. Idle quality is excellent and there was no noticeable change in the AFR.