Nah I meant the air fuel inlet and outlet.

Looks like the blower needs to go up and forward somehow

Smitty you get all those shavings out..........

Yes, even the whipple 3.3 with rear TB has same distribution issues/ same lean/rich cylinders, just not as far apart as this one with Carb mount on top.
As far as the blower sizing vs cubic inches, when speaking to Dan Clayton, Eddie young, D'maico race engines and other friends pf mine that also do this, etc, the common census i keep getting told is "you need to spin the blower FASTER". Current at 8" crank with 3.625 top, seeing 880 torque, in 820 to 840 hp at 155/160 KPA, about 7.5 to 8 lbs of boost (Ive pulled this 40/50 times in various configs trying to even this out). So the blowers keeping up fine, IATS are stable, and guys run these with as small as a 3.25 top pulley so I dont feel Im at the limit of the blower by any means . Customers goal was 800/800 and we're well past that. Im currently modding lower intake,dynoing a couple other jobs to get peoples stuff out of here then Ill be back on this. As you sorta know, these Blower companys keep the PISTON companies in business! Maybe whipple is partners with JE and Diamond pistons,

Theres been countless ideas thrown around here! Would take some serious almost impossible work to get injectors into the intake in this one as there is no room to do it between the valve covers and intake on top of fact that Im not sure if youd ever run a 3.3 dry. It would be more cost effective at that point to throw these in a dumpster and buy the port injected 3.8 kits. Thank GOD I did NOT build these or sell him these blowers or I would be making well below 10$ A HR at this point, this will most likely be the most expensive dyno bill yet once this pair of engines leave!

That intakes completely different as it is port injected below the innercooler so it would NOT be a top plate. Then as far as the Blower itself, I have NOT seen the port injected kit offered with a 3.3 , only a 3.8. When you look at bottom of the 3.8, it is definately redesigned so at that point customer would just need to sell these 3.3 kits, his snipers, etc and start all over, Smitty

so we spaced the blower up as previously mentioned with the 1" spacer from second engine and it did absolutely nothing to Afrs or power, it was about 1 5/8 from bottom of blower to surface of innercooler, that made it 2 5/8.
As far as "moving blower forward," would absolutely make this WORSE as the delta outlet on supercharger dumps directly into innercooler 2/3rds of way over cylinders 1/2 and 1/3 of way over cylinder 3/4.If anything it would need to go BACK but within the pieces of whats hear again would be virtually impossible . You would need to convert to get rid of the distributors and convert to crank trigger, youd have to get rid of the snipers and buy at least terminators if not HPs, you have to put Throttle bodys on it without injectors, youd need a different lower intake to place the injectors, youd need a longer blower snout that doesnt exist, thos are the first few obstacles that come to mind!

Yeah theres a reason I took supercharger completely apart before doing that, customer suggested just taping it off, I was like NFW possible!

I'd be getting the port injected manifold. I can't imagine having AFR even being 0.2 different cylinder to cylinder let alone accepting a full point. Would drive me nuts. On top of that getting that injector down in the port and adjusting when you fire it in relation to TDC is worth a lot of power.

Cool of you to post this. That is wild.

+1 - all your time ( billable hours=$$$$) going into trying to overcome an obviously major issue has got to be chewing heavily into the cost of the new manifolds and injectors that are a known result to this issue.... not to mention the costs involved from sucking out pistons from the fueling issues with THIS package if it's installed back into a boat.

You can't always fix what the customer builds up on a budget build and thinks its a killer package - reality bites sometimes and we're 1/2 way through Aug.