Cop a load of this....it's a Wade blower!
http://www.pneuvay.com.au/products/images/blowercs.jpg
Well, it's been a long time coming, but I've got my engine aspirations sorted out. They read like a Weird Science script written by Frankenstein.
Since 1990 I've wanted a Supercharged 351 Cleveland V8 Falcon. In Australia, four-doors are king, and the 6-71 GMC blown cars are almost instant cop-bait in the sands of Aussie. But here in NZ, the cops are very laid back, and you can legally drive a street registerd car with a open blower so long as the 1976 NZ Vehicle Standards aren't compromised. An engineers certificate is manadatory, though. Even putting 245's and 14X8 steel wheels and the Holley 2-bbl required an independant inspection with a Low Volume Vehicle plate. NZ$200, and it was legit. My favorite car of all time is Marc Dall Aquas XR Falcon GT with SVO 351C and Hampton blower on a Weiand tunnel ram. It's gold, just like my Falcon, but it's the toughest car I've ever seen in my life. In a sea of Rice, a Detroit Steak looks like a sedition!
The issue I've had to deal with is starting a project that I know I can finish and then own and drive, day in, day out. Even my close friends who have V8 Falcons are always breaking things, and the cost of getting mechanicals sorted often takes the toll on relationships and the bank balance. One thing is, shoving a supercharger on an already expensive engine is going to create even more problems. If V8's are so cool, why are there so many trashed 302Windsors and 351 Clevelands around?
My friend from Balclutha has just placed a Jap Toyota Soarer SC12 blower on his GM3800 Holden Commodore. Stock, it did 16 second quarters. Blown, it dips into the high 14's! I've always thought that his idaes have been the best. He has only had six cylinder cars after a good 351 V8 XC Utility. He never breaks the bank, and understands that if something breaks, he's got to be able to find a common, garden variety part quick. That's why he's never stuck for a buck. He's lowered his cash outlay, and spends extra money on hi-po gear. I guess having an EFI X-flow Ford Cortina 6 4.1 liter and a Supercharged Holden Commodore is a very good way to spend your earnings.
So what am I doing?
I've been busy getting my AOD 4-speed hooked up to my 250 block cross flow. The need for an adaptor has allowed me to index the engine 30 degrees from the verticla, making the engine a slant six, like a Plymouth/Dodge/Chrysler in-line six. Last week, I spotted my needed Rootes RO34 blower. The cross flow is now set for a big boost...supercharged style! And it's cost effective, and I know I can do it!
Three links got me started on this. One was an Allard Supercarger site, the other was two threads started back in December 2002 on this site.
http://www.bcsc.co.uk/allard.html
http://fordsix.com/forum/viewtopic....ays=0&postorder=asc&highlight=mustang monthly
http://fordsix.com/forum/viewtopic.php?t=1030&start=0&postdays=0&postorder=asc&highlight=
I think I did a nut off , and told you Americans to tilt and supercharge your I6's. Then Jack dropped a picture of a GMC Blown Chrysler Slant. After going through the pain and worry of the AOD4 conversion to a block not designed for it, I suddenly realised that I should be doing more myself. After doing LPG conversions, carb swaps, intake adaptors and dealing with TV cable set-ups on nasty Borg~Warner autos. The supercharger and slant conversion should be a piece of cake!
Have a look at this, care of Jack form an earlier link I mentioned:-
I am now making up some right hand side engine mounts to fit the cross member, and an fabricated steel adaptor to suit the stock left hand side engine mount/frame mount. The header exhast on my Aussie cross-flow will have to be hacked up and re-routed to fit. The engine will slant over 5 inches to the right hand side. The sump parts are AP-5 Valiant, a 225 slant six sump which runs off a fixed 30 degree diagonal. Chrysler sixes are really not designed fromthe outstead as a slant, and there right hand engine Mopar mount is also be used to make this swop work.
The blower I'm using is this
It comes off the humble Commer TS3 two-stroke diesel engine, and its very old...dates back from 1954!. I got my Heavy Truck and Trailers ticket peddling one of these. They were a thristy old thing, but had a wonderful wail when you stood on the gas or double-de-clutched
Here is something that gagsta_858 from Canada would appreciate..a TR6 Triumph with an RO34 blower. Aside from the slant needed on mine, and side of the carburation being differnt to mine, this is what I'm to duplicate.
Note: If the link doesn't show up on your computer, please note that there is a 50 meg restriction. Then try this one.
http://www.redrosetrs.co.uk/pages/peteandisabel.htm
or this http://triumphs.50megs.com/blower/TR6photoabove.gif Please Send they guy an e-mail and tell him his a genius!!! Hope I haven't broken any protoacols in showing this!
Despite the use of Chevy forged pistons and a stout short stroke crank, I'm planning to use just 12 pounds of boost, a 10% underdrive, and a cam that limits the maximum power delivery to 5000 rpm, with an over-rev capability to 5500 rpm. The stock power before supercharging is aiming at the 215 hp net level with the stock 9.35 :1 compression, but I'm wanting to use Water/Alcohol indirect injection. The acutal power when boosted should be 350 bhp net, maybee more. That may sound really low when compared to a good turbo instillation which may have 480 ponies with 14-18 pounds, but it is instant boost, which will grow in an almost vertical line. The other thing is the stock 4-speed AOD calibration can be used, and with the removal of the lock-up clutch and a proper set of clutches and a proper TV cable set up, the ratios will be perfect. I'm aiming for a sub 13 second quarter at 110 mph in third, hauling through the traps at 5500 rpm, two up with a full tank, and total weight of 3650 pounds all-up. The top speed I am aiming for is 145 mph at 5000 rpm in overdrive, and I've got a road at Oamaru in Otago, and another in Poolburn, Central Otago, where I plan to get the brick moving with my car club.
The diff is still to be Borg Warner 7 7/8 inch, but with a set of Cortina 4 3.7:1 gears, along with an automatic spool I've been eyeing up. The rest is to remain stock, aside from some stock 11" XE rear discs and 11.8" DBA front vented discs.
And, to cap it off, it'll still be a propane burner. Yes team, I really have flipped!
http://www.ukstreetracers.com/images/a.jpg
The blower at the top dropped off the url address, so this is a foot note for your benefit
http://www.pneuvay.com.au/products/images/blowercs.jpg
Well, it's been a long time coming, but I've got my engine aspirations sorted out. They read like a Weird Science script written by Frankenstein.
Since 1990 I've wanted a Supercharged 351 Cleveland V8 Falcon. In Australia, four-doors are king, and the 6-71 GMC blown cars are almost instant cop-bait in the sands of Aussie. But here in NZ, the cops are very laid back, and you can legally drive a street registerd car with a open blower so long as the 1976 NZ Vehicle Standards aren't compromised. An engineers certificate is manadatory, though. Even putting 245's and 14X8 steel wheels and the Holley 2-bbl required an independant inspection with a Low Volume Vehicle plate. NZ$200, and it was legit. My favorite car of all time is Marc Dall Aquas XR Falcon GT with SVO 351C and Hampton blower on a Weiand tunnel ram. It's gold, just like my Falcon, but it's the toughest car I've ever seen in my life. In a sea of Rice, a Detroit Steak looks like a sedition!
The issue I've had to deal with is starting a project that I know I can finish and then own and drive, day in, day out. Even my close friends who have V8 Falcons are always breaking things, and the cost of getting mechanicals sorted often takes the toll on relationships and the bank balance. One thing is, shoving a supercharger on an already expensive engine is going to create even more problems. If V8's are so cool, why are there so many trashed 302Windsors and 351 Clevelands around?
My friend from Balclutha has just placed a Jap Toyota Soarer SC12 blower on his GM3800 Holden Commodore. Stock, it did 16 second quarters. Blown, it dips into the high 14's! I've always thought that his idaes have been the best. He has only had six cylinder cars after a good 351 V8 XC Utility. He never breaks the bank, and understands that if something breaks, he's got to be able to find a common, garden variety part quick. That's why he's never stuck for a buck. He's lowered his cash outlay, and spends extra money on hi-po gear. I guess having an EFI X-flow Ford Cortina 6 4.1 liter and a Supercharged Holden Commodore is a very good way to spend your earnings.
So what am I doing?
I've been busy getting my AOD 4-speed hooked up to my 250 block cross flow. The need for an adaptor has allowed me to index the engine 30 degrees from the verticla, making the engine a slant six, like a Plymouth/Dodge/Chrysler in-line six. Last week, I spotted my needed Rootes RO34 blower. The cross flow is now set for a big boost...supercharged style! And it's cost effective, and I know I can do it!
Three links got me started on this. One was an Allard Supercarger site, the other was two threads started back in December 2002 on this site.
http://www.bcsc.co.uk/allard.html
http://fordsix.com/forum/viewtopic....ays=0&postorder=asc&highlight=mustang monthly
http://fordsix.com/forum/viewtopic.php?t=1030&start=0&postdays=0&postorder=asc&highlight=
I think I did a nut off , and told you Americans to tilt and supercharge your I6's. Then Jack dropped a picture of a GMC Blown Chrysler Slant. After going through the pain and worry of the AOD4 conversion to a block not designed for it, I suddenly realised that I should be doing more myself. After doing LPG conversions, carb swaps, intake adaptors and dealing with TV cable set-ups on nasty Borg~Warner autos. The supercharger and slant conversion should be a piece of cake!
Have a look at this, care of Jack form an earlier link I mentioned:-
I am now making up some right hand side engine mounts to fit the cross member, and an fabricated steel adaptor to suit the stock left hand side engine mount/frame mount. The header exhast on my Aussie cross-flow will have to be hacked up and re-routed to fit. The engine will slant over 5 inches to the right hand side. The sump parts are AP-5 Valiant, a 225 slant six sump which runs off a fixed 30 degree diagonal. Chrysler sixes are really not designed fromthe outstead as a slant, and there right hand engine Mopar mount is also be used to make this swop work.
The blower I'm using is this
It comes off the humble Commer TS3 two-stroke diesel engine, and its very old...dates back from 1954!. I got my Heavy Truck and Trailers ticket peddling one of these. They were a thristy old thing, but had a wonderful wail when you stood on the gas or double-de-clutched
Here is something that gagsta_858 from Canada would appreciate..a TR6 Triumph with an RO34 blower. Aside from the slant needed on mine, and side of the carburation being differnt to mine, this is what I'm to duplicate.
Note: If the link doesn't show up on your computer, please note that there is a 50 meg restriction. Then try this one.
http://www.redrosetrs.co.uk/pages/peteandisabel.htm
or this http://triumphs.50megs.com/blower/TR6photoabove.gif Please Send they guy an e-mail and tell him his a genius!!! Hope I haven't broken any protoacols in showing this!
Despite the use of Chevy forged pistons and a stout short stroke crank, I'm planning to use just 12 pounds of boost, a 10% underdrive, and a cam that limits the maximum power delivery to 5000 rpm, with an over-rev capability to 5500 rpm. The stock power before supercharging is aiming at the 215 hp net level with the stock 9.35 :1 compression, but I'm wanting to use Water/Alcohol indirect injection. The acutal power when boosted should be 350 bhp net, maybee more. That may sound really low when compared to a good turbo instillation which may have 480 ponies with 14-18 pounds, but it is instant boost, which will grow in an almost vertical line. The other thing is the stock 4-speed AOD calibration can be used, and with the removal of the lock-up clutch and a proper set of clutches and a proper TV cable set up, the ratios will be perfect. I'm aiming for a sub 13 second quarter at 110 mph in third, hauling through the traps at 5500 rpm, two up with a full tank, and total weight of 3650 pounds all-up. The top speed I am aiming for is 145 mph at 5000 rpm in overdrive, and I've got a road at Oamaru in Otago, and another in Poolburn, Central Otago, where I plan to get the brick moving with my car club.
The diff is still to be Borg Warner 7 7/8 inch, but with a set of Cortina 4 3.7:1 gears, along with an automatic spool I've been eyeing up. The rest is to remain stock, aside from some stock 11" XE rear discs and 11.8" DBA front vented discs.
And, to cap it off, it'll still be a propane burner. Yes team, I really have flipped!
http://www.ukstreetracers.com/images/a.jpg
The blower at the top dropped off the url address, so this is a foot note for your benefit
arty:
:roll: 
