Our measurements had us cutting off almost 4" from both the input shaft and the
aluminum housing. After the rough cuts where made, the housing was re-machined to
accept the bearing & seal. Then the input shaft was machined with the correct shoulder
and keyway to accept our new pulley. The new bearing and seal were pressed in and
our blower was then re-assembled. To make all of this work we changed from the
original 10 rib pulley to a 6 rib to match up with our serpentine system. After measuring
for the now much longer belt we headed down to the local auto parts store to find a
new serpentine belt to complete the transformation.
aluminum housing. After the rough cuts where made, the housing was re-machined to
accept the bearing & seal. Then the input shaft was machined with the correct shoulder
and keyway to accept our new pulley. The new bearing and seal were pressed in and
our blower was then re-assembled. To make all of this work we changed from the
original 10 rib pulley to a 6 rib to match up with our serpentine system. After measuring
for the now much longer belt we headed down to the local auto parts store to find a
new serpentine belt to complete the transformation.
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Part 2 of the build brought on some new challenges. But before we could get started
on those we needed put our valve covers on, install our MSD distributor & alternator,
and put our Concept One pulley system together so we could get a better look at the
supercharger issues we left open. During the mock up stages we realized that our idea
of running the Weiand 174 supercharger would create some space issues from front to
back due to it's long snout and extra pulley system. As we looked at our options we
came up with two solutions, either set our motor back (which then had us modifying the
fire wall, trans cross member and floor layout) or cut the snout and re-fit the pulley
system. After giving it some thought we opted to cut the snout. But if we only cut
enough off to make room for the lower pulley things would still be too tight to fit the 16"
electric fan we planned on for keeping things cool. So the new plan was to make a
much larger cut that would eliminate the whole 2nd pulley and idler system and
integrate the supercharger with our engine's serpentine belt system. This would
eliminate the extra belt & pulleys allowing us a cleaner look and some much needed
space out front to run our electric fan. So with some measurements in hand it was off to
a friend's machine shop to get the party started.
on those we needed put our valve covers on, install our MSD distributor & alternator,
and put our Concept One pulley system together so we could get a better look at the
supercharger issues we left open. During the mock up stages we realized that our idea
of running the Weiand 174 supercharger would create some space issues from front to
back due to it's long snout and extra pulley system. As we looked at our options we
came up with two solutions, either set our motor back (which then had us modifying the
fire wall, trans cross member and floor layout) or cut the snout and re-fit the pulley
system. After giving it some thought we opted to cut the snout. But if we only cut
enough off to make room for the lower pulley things would still be too tight to fit the 16"
electric fan we planned on for keeping things cool. So the new plan was to make a
much larger cut that would eliminate the whole 2nd pulley and idler system and
integrate the supercharger with our engine's serpentine belt system. This would
eliminate the extra belt & pulleys allowing us a cleaner look and some much needed
space out front to run our electric fan. So with some measurements in hand it was off to
a friend's machine shop to get the party started.
| Building Some Muscle Part 2 |
Next up we needed to fit our Aeromotive regulator in position. A base plate with a
small bracket was fabricated to accept our regulator and gauge setup. Then we set our
Holley 750 carburetor over this base plate and began work on our fuel lines. We
started by installing AN adaptors to both the regulator and carb then bent our fuel lines
using 3/8" stainless tubing. After our bends where made the tubing was flared and fitted
with -6 tube sleeves & nuts. To complete the carb installation we ran a vacuum line
from the carburetor's boost reference fitting to the intake manifold with some 3/16"
hose. To dress things up we chose a ribbed air cleaner from Billet Specialties that we
painted to match our block color, and replaced the paper element with a K&N element.
For those of you who aren't familiar with the benefits of a K&N filter they far outweigh
your standard paper filter. Paper elements are made to be used and discarded while
the K&N is made of a surgical cotton gauze that is designed to be cleaned and re-used
allowing the filter to pay for itself after 4-5 cleanings. The dyno proven performance
benefits of maximum airflow and filtration make K&N filters standard equipment for
racers around the world. They also make one of the best oil filters on the market. So,
the next time you need new filters ask your local dealer about the performance benefits
of a K&N. To finish up our motor we mounted our Sanderson headers with a set of
SCE Pro copper exhaust gaskets and then bagged it up until we head to the dyno to
see what kind of muscle we have created. Stay tuned !!!
small bracket was fabricated to accept our regulator and gauge setup. Then we set our
Holley 750 carburetor over this base plate and began work on our fuel lines. We
started by installing AN adaptors to both the regulator and carb then bent our fuel lines
using 3/8" stainless tubing. After our bends where made the tubing was flared and fitted
with -6 tube sleeves & nuts. To complete the carb installation we ran a vacuum line
from the carburetor's boost reference fitting to the intake manifold with some 3/16"
hose. To dress things up we chose a ribbed air cleaner from Billet Specialties that we
painted to match our block color, and replaced the paper element with a K&N element.
For those of you who aren't familiar with the benefits of a K&N filter they far outweigh
your standard paper filter. Paper elements are made to be used and discarded while
the K&N is made of a surgical cotton gauze that is designed to be cleaned and re-used
allowing the filter to pay for itself after 4-5 cleanings. The dyno proven performance
benefits of maximum airflow and filtration make K&N filters standard equipment for
racers around the world. They also make one of the best oil filters on the market. So,
the next time you need new filters ask your local dealer about the performance benefits
of a K&N. To finish up our motor we mounted our Sanderson headers with a set of
SCE Pro copper exhaust gaskets and then bagged it up until we head to the dyno to
see what kind of muscle we have created. Stay tuned !!!
