Greetings from Cleveland! Well, after about a year of no activity, I'm back on my 122 project. It's the California car, 64K, no rust or rot, needs paint and an interior scrub and it's ready to go. I was thinking, since it's a low compression uncomplicated machine, it would be just right for a supercharger kick. Does anyone know if there are kits out there for the 122? Hey, even the MG crowd now has one available for the 'B'. Hmmm...I wonder if it's compatible.

Brad

Just thought you guy's might like to see the judson supercharged 34 Ford pu that my Dad and I built. The motor is a B20 with all stock internals. The supercharger was originally for a B16, so I took a fuel injection manifold, cut off the plenum and mated the runners to the Judson manifold. It runs really well. We had a custom pulley made to allow it to run at 4 pounds of boost. If you just keep an eye on the oiler, your good to go. In fact, we drove the truck from the Seattle area to the Bonneville salt flats and back and had no problems with the blower.

What do ya call it then?

> a Forvo?

> a Vord?


;-)

- V

How about "Fjord"?

Damned.... that's good!

;-}

That's absolutely the coolest Judson application I have ever seen. Stellar!

Best,

Cameron
River City

Does that look awesome or what! Bet it runs even better!!
--
P131, '65, B20B+M47. P131, '69, B20E+AW71L+LSD. (www.tinustechniek.tk)

Here's a photo of the whole truck.

Unusual to not have a big V8 squashing the front end down. i like it!
--
I'm JohnMc, and I approved this message.

http://www.boosthead.com/product.php#

v-performance.com

Vintage Performance Developments

16:44 okay, yours is better.

Maculloch, used to make a kit for the B20, and Judson for the B16/18?

Judson definitely made superchargers for B16 and B18. I don't know how many were produced, but few survive, although I have seen a few installed and running. They were fairly funky -- driven by the same belt as the generator and water pump (which meant a lot of load on the pump bearing), lubricated by a bottle filled with Marvel Mystery Oil, and breathing through an itty-bitty Holley single-barrel carb. They did work, but are awfully crude technology by today's standards.

And should that bottle of Marvel Mystery oil go dry - *mechanical conflagration*

I don't think they could ever develop much boost.

To get the most out of John Parker's kit (and with the not unsubstantial cost of it you might as well) you should probably purpose build an engine to go with it. I'm no forced induction expert, but I'd guess lower compression (8, 7.5:1), bigger exhaust valves, ported exhaust ports, low overlap cam with decent lift (like an A grind with 1.6:1 rockers), knock sensing ignition system.

The most boost I've heard of a Judson producing was 7lbs... not that I've heard of a lot of info about them, but whatever. That Judson was fitted to a B18 that had been installed into a TVR. Cool car, if not confusing.

I'd agree that a purpose built engine is the way to go, for all the reasons you list and more. There's some pretty good info on the v-performance site that explains why (like "how to get lots more power with less boost").

I have something around 8.4:1 CR, stock valves, gigantic exhaust ports, a Swedish header, 2.5" exhaust, C grind cam, stock ratio rockers and a vacuum advance distributor that's been recurved and essentially acts as a boost retard dizzy.

Without knock sensing ignition, this allows 9-10 lbs' boost without pinging at full throttle, up to 7000rpms. I haven't taken it higher (nor will I).

The only thing I did that wasn't in John's recipe was that I had the head porting done locally rather than having him do it. And by comparing my dyno results with those of others, I might do this differently next time around.

Knock sensing ignition systems (that are worth using) aren't cheap but I'll have one when I can afford it. Breakerless ignition would be pretty sweet, even.

9psi rocks! Hasn't become boring or mundane in the slightest and never ever ever fails to be a helluva lotta fun.

My point is: if you're considering forced induction, John Parker has what I believe to be the very best thing on the market. Excellent. If you're in or near Portland, stop by and we'll take a ride.

Best,

Cameron
Portland

I should add that having a purpose built engine is not necessary although about 40% of our customers to date have decided to do an engine rebuild at the same time as installing the SC system.
All of our testing and driving supercharged B18s and B20s has purposely been done on stock, rather than specially built engines. This was done to prove that a special engine was not needed to run reasonable boosts up through 10 -12 lbs.
If a rebuild is necessary, we recommend and stock forged pistons and other components to build an essentially bullet proof engine that will tolerate higher boost.

Actually going this high with a stock engine was a pleasant surprise. We can get you 170 HP from a basically stock engine and from 200 - 240 on a modified engine.
The main modifications that are necessary are porting the head, particualarly the exhaust port for more flow, making sure that the CR is fairly low, preferably under 9 - 1, and a high flowing unrestrictive exhaust system. Without exhaust improvements the exhaust limits the HP to around 175 no matter how much boost you run. We now stock exhaust systems with mandrel bent 2.5 inch stainless steel tubing and with mufflers and resonators to match.

Happy to answer other questions but most of the info is on our website v-performance.com

John