I've seen some very good posts regarding super charger installations so I that that I would take a chance asking for some help regarding a non-Ford application. I own a 1959 ****** Utility Wagon with the original L6-226 (flat head in-line six).

In 1954 Kaiser installed McCoullogh super chargers (VS57 - also used on early T-Birds so I do have a Ford tie-in after all) on their Manhattans. Since the Manhattan used the same engine as my ******, I've decided to install one on my engine. Paxton, who took over the McCoullogh name, still services the blowers and even offers an upgraded impellor to delivier boost levels beyond the origianal 4-5 psi.

My goal is to rebuild the engine in a way that not only maximizes SC benifits but also ensures reliability and longevity. I feel that I have fairly well-defined engine performance goals, but before getting into the details I'd like to know if anyone would be interested in discussing this non-Ford application.

 

For a start welcome to FTE!

Paxtons are usually Centrifugal superchargers. Is this one a centrifugal? (they are hard to tune with a carb)

Does sound like an interesting project for sure.

 

With compression in the high6-low7:1 area, you should be able to run 8-9psi no problem. I'm not too familiar with that particular setup, but if you can't find one of those blowers, one from a second generation pontiac 3.8 would probably be ok.

 

Yes, this is a centrifugal blower and they are actually readily available. This is intended to be a blow-through system that uses a carburetor bonnet rather that an air-box. Here's a little more information about the project and some questions that I could use help with.

Before I go any further, I want to explain that most of the sentences that follow should be started with, "I think, I believe, I read, I heard, I would like, etc., etc." I'm certainly not an expert nor even experienced with this type of a project.

Performance goal: 275 HP @ 5,000 RPM and 300 lb-ft torque @ 3,500. I've looked at several flat heads in the 250 cubic inch displacement range (V8s) and believe that this is a reasonable goal. The stock rated output for this engine is 105 HP @ 3,600 RPM and 190 lb-ft torque at 1,400 RPM.

This particular block can be over-bored by 0.125", increasing the displacement from 226.2 to 243.6 cubic inches. The original bore and stroke is 3.3125" x 4.375". After over-boring, the average cylinder wall thinkness will be 0.180". Does this sound reasonable, with regard to reliabilty, for an engine with 8:1 static compression and 8 lbs of boost?

Although the engine only has four main bearings, it does have a forged steel crankshaft. I've found forged pistons and replacement rods which will reduce the reciprocating weight by about 50%. This is good with regard to having a higher red line with the rebuilt engine.

In order to move the power and torque curves to a higher RPM, and have a flatter band, a different cam must be installed. Since there are no after market cams available, the stock cam would need to be reground or a replacement cam manufactured. In either case, I could use some help with the cam's design. Any recommendations on duration, lift, lobe center angle, etc. would be appreciated.

The next area is the intake. I looks like a 350 to 400 cfm carburetor is needed. Does that sound about right? Of course a four barrel Holley will not exactly fit on the stock on-barrel intake manifold. Is it reasonable to even think about a custom manifold?

The exhaust seems pretty straight forward. Although after-market headers are not available, the cost of custom headers is fairly reasonable. I'm just not sure about the design, particularly with regard to tube diameter and length. Any suggestions?

I'll leave it here for now, although I do have more questions about, cooling, the valve system, combustion chamber, ignition, etc.