I own a business that specializes in aftermarket turbos, so I'll share a little of what I know. This might help you out a little. As others have stated, you can't just consider the CFM. That's simply how many cubic feet of air are moved. You have to consider the pressure of that air. A typical factory turbocharger might product between 5 and 10 PSI. Some more aggressive systems run up into the teens. If you look at the electric turbochargers on ebay and such, you will find that most of those are bilge fans for boats. They are incapable of producing any significant increase in pressure. They may flow high volume, but if you tried to get them to flow agains a 1 psi pressure differential, you would get virtually 0 volume. The E-ram seems legit. The motor is strong, and I can believe the 1 PSI claim. That's not nearly as much boost as a real turbo system would get you, but it's worth having. To evaluate their product I bought one. While the idea is good, the build quality is not. E-Ram superchargers are (in my humble opinion) very poorly built. The housing was made of cheap plastic that flexed so much that the fan blades kept hitting the housing. I ordered the one with the dual inline motors, and when it arrived, one of the motors was burnt out. However the motor that did work seemed up to the task of producing one pound of boost on a relatively small engine.

If someone wants to make a real, decent electric supercharger, I think there would be a good market for it, provided you made a decent product. But there is a catch. Contrary to what was said above, there's more to it than upgrading your injectors. If that were the case I'd have a turbo kit out for every car on the market. The powertrain control module of most cars is capable of measuring the air coming into the intake and adjusting the fuel delivery to acheive a proper air to fuel ratio - up to a point. First off, most of them can not sense pressure above atmospheric. That means that as soon as you develop boost, you are puting more air into the engine than it realizes. Second, they can only adjust the fuel curve up to a certain percent. So if you are blowing a whole lot of extra air in there it'll have trouble making it work. Third, the engine isn't that great at getting the air-fuel ratio correct once it's working very far out of the territory for which it was programmed. The best way to do it is to put the turbo on there, run it on a dyno with a wideband O2 sensor and then completely re-program the computer. That's the hard part.

The E-ram skirts around this by producing only one pound of boost. That's not enough to throw the computer way off, but just enough to make a measurable difference. If you could come out with something that produced a solid 3-5 psi then you might have a seriously marketable product with genuine performance potential.