Ok, Thanks!
Maybe ill get the supercharger, and once i have the engine in the car running, ill swap the heads and lower manifold. (If i feel like i need more power...the LN3 is already about double the HP of my old 4cyl ) Ive got the engine all together right now, and all Prettied up. I would feel bad to rip it all apart again, and have to wait for a manifold and heads to come around.

??? You can't bolt that supercharger to the TPI manifold, then get the right heads and manifold later. You need the L67 lower intake manifold. The TPI manifold has 6 runners in it, 4 of which won't even see flow if you put an M62 on it.

Sorry, i still dont know the all the engine codes... Im assuming you thought i meant put the supercharger on the manifold i have now... Sorry, should have been more clear, I will get the supercharger, and keep it for a rainy day Once i have the engine in the car, and working the way it is right now.. with the tuned manifold... I will swap out the lower manifold and heads (to the L67)...THEN install the SC . The TPI manifold is the one on the LN3? And is the M62 the supercharger?
What if i want to use the Supercharger off of the series one? (L37 right? and the L67 is the series II correct? ) ...is the lower manifold on that differnt than the lower manifold on the NA engine?

Mass confusion here.

All supercharged 3800'* are L67'* from 92-03 regardless of which supercharger they used.

92/93 L67 uses the Eaton M62 Gen2.
94/95 L67 uses the Eaton M62 Gen3.
96-03 L67 uses the Eaton M90 Gen3.

92-95 manifolds are basically interchangeable. L67 lower intake manifolds are VASTLY different than the NA L27 or L36 manifolds.

You are also going to need a new harmonic balancer, accessory drive to relocate the alternator and power steering, not sure if the LN3'* had a knock sensor, but if it doesn't you will want that added too. I'm going to almost bet this whole buildup is going to grenade before it is even built...you would be better off using an L27 if you don't have access to an L67. Even when you do come up with the lower intake and heads that you need, you need only to spend a few bucks more to get the whole block that goes with them. To me, spending a little more money to get what you need (and proven to work) is better than frankensteining the LN3 and L27/L67 parts.

Now if you are doing this to be a trailblazer, that'* another story. But if you are doing this as a budget build, take your time and do it right. My build is going rather well considering all the obstacles I've come across, and thanks to this site I've avoided *some* pitfalls, and made a few of my own, but in the end I know it will run and serve me well.

Wanna bet against mine? Friendly wager perhaps?

BTW, finished all the cleanup on the SC last night (everything except for the wiring)

Alterations to the M62 so far: EGR deleted and plugged (little lathe work in the wee hours of the morning), TB has a 90 MAF added and the TV cable link for the transmission. Went ahead and plugged the two coolant passeges in the LIM with 1/4 pipe plugs, Bypass valve upper chamber is plumb'd to the LIM VAC port, lower chamber is disconnected (probably put a filter over it)

Next stop, scrounging up a pair of iron heads for it.

Lookin' good there. All I am saying is supercharging something that was never meant to be */c'd, and hold up, is no small feat. Not saying that it couldn't be done, in fact under low boost applications, say 5 psi and under, the LN3 should hold up pretty good IF the engine is healthy enough before all the mods. That right there is key.

You need to have the bypass valve plumbed to the SC inlet, before the SC rotors, after the TB blade. Stock setup uses that black vacuum block on the top. Otherwise, it won't work like it is supposed to.

And your PCM will most likly have the most luck if you use a 94/95 MAF. A 92 with a 94 TB won't idle or run properly in general on just a 92 MAF. You'd need a AFC like ZZP'* or a 94/95 MAF and bump the fuel pressure up.

Another thing, on stock SC applications, the FPR gets its vacuum supply from the LIM, so it sees pressure. You need to swap vacuum sources for the bypass and the FPR.

Just so we are clear, the motor will not have a ECM operated bypass valve, it will be running a '90 ECM. If I do as you suggest and plumb it to the vac port between the throttle body and the inlet of the SC, the the bypass valve will be open all the time except in WOT.

If I plumb it to the vac port from the LIM, then the bypass will be open only when it sees a vac in the lower manifold, which should be what I want to happen. Open the valve anytime the SC'* output is less than what the engine is drawing on it'* own.

This is based on the premise that at low rpm, the SC'* output is less than the airflow the engine is drawing at that same RPM.