New Pontiac project
 

We’ve closed out production of the Bathtub intakes, and unless a substantial demand pops up for more, these are sold out and I don’t foresee any more will be made.

Thanks to all who contributed to this project, espescially Tom S. without whose help the bathtub would not have been made.

This project gave me valuable contacts with pattern makers and a local foundry, who I have continued to work with.

I thought I would share a few pictures of a new project that is soon to be in production, a marque specific Pontiac supercharger. I realize forced induction may not be everyone’s cup of tea, but I do think there is a (small) market for a twin screw style supercharger compatible with low compression, smog headed engines- and will fit under the hood of most stock vehicles.

This blower is based on the Eaton TVS 2650 twin screw head unit, which is OEM for several current GM products and has a significant track record for durability in consumer street use.

I have signed a deal to receive completed and tested head units, and have engineered the necessary manifolds, risers, injector rails, inter cooler brick and lid, and a custom serpentine drive unit, all specific to the Pontiac block.

The unit can be configured to fit either early or late style heads, and has a lower total height that the stock intake/air cleaner than my 69 F body.

An awful lot of work went into this, and there is a lot going on “under the hood” which I can cover in future posts.




For now, here are a few pictures of the finished product:

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Several options for injector placement, here the fuel rails, injectors and injector harnesses are all hidden underneath the blower in the valley. Injector placement is also available in the conventional location outboard of the risers pointing down, but this hidden arrangement is much cleaner.

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Close up of the Pontiac arrowhead, you can see the machining detail and the quality of the tool paths.

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Here are a few shots of the blower installed on the 455 dyno mule. It has unported 112 cc cast iron (4X) heads and 8.2 compression ratio and an OF 2 roller cam. Stock crank with Molnar rods.

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Finally!Cant wait to see it on the Westec dyno!Tom

Holy Jesus!

I'm definitely interested

Me likey!

Woah! Awesome work.

Very impressive! ETA?

Over the top incredible setup.

Projected price point?

John,your thought on iron headed 10.25 engine on E 85?Do you think it can handle any boost on a street driver?Tom

That... is NICE! How bout a shaker top? lol

Very cool.

If you want exact layout dimensions for the arrowhead, I posted this image some years ago; it's from an internal Pontiac design manual from 1964 (I don't know if it was changed at all in subsequent years, like if that star in the middle was kept or deleted.)

https://forums.maxperformanceinc.com...1&d=1349824919

Very cool.

Thanks for that, I’ll compare those dimensions to what is on there now. A good friend of mine is a professional automotive stylist and he did the design of the lid. We went through many variations and landed on the version you see. I would not be at all surprised if the arrow is pretty close to the original- I know he did research during the design process.

I will definitely check though.

Here are a couple of the early iterations:

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Still working on pricing. It will be comparable to an aftermarket kit for an LS- certainly not more.

We have two complete blowers with all parts machined on the 5 axis, one is the 455 which will be on the dyno soon. The other is going into a friend’s 1970 GTO with a stroked 400 for some real world street testing.

We are having the foundry make patterns now and they will make custom castings for the manifold risers as well as the lid. Once we get their numbers I can roll that into the final cost.

Figure 4-6 months for the first articles to be cast by the foundry and machined by us, then they will come out pretty fast. But if the Bathtub project taught us anything is never believe a foundry’s lead time estimates.

I think an iron head with 10.25 CR with E-85 would be fine if boost is kept under 10 psi or so.

We’ll know more when we get to the dyno and see firsthand what the IAT numbers look like.

This design has a double pass through intercooler design which should keep IAT’s substantially lower than other designs. Lower IAT’s means less chance for detonation, and the full sequential port EFI means tight engine management.

Wondering how you run a alternator-AC compressor"
Separate pulley?

Yes, separate 6 rib serpentine for accessories. The blower drive pulley is a dedicated 8 rib serpentine that has its own HD automatic belt tensioner. This allows you to change blower pulleys (and boost) without disturbing the accessories.

This also keeps the blower belt as sort as possible which helps eliminate slip.

I’ll post pics of the accessory drive as it progresses, but it will accommodate alternator, power steering, and optionally AC.

Excellent
Thanks.

Cool project!


:)