Looking for pics or info regarding this set up.Looking to put a VS57 with the variable speed drive removed onto a 58 365 motor.I read in the forum that Erb products modified the VS57s and on request would remove the V/speed drive. I don't know or understand why this was done but I have ended up with one. Also looking for an early style carb bonnet to suit this set up. Any help or advice would be appreciated. Thanks Chris.
Been a long-long time, but I vaugely remember that Paxton dropped the VS drive and made them non VS because the VS drive was not holding up too well on the motors that were now larger and quicker than the original design could handle. At least this will give you a bump back to first page! Dave
Alright, let me try this one...back in 54/55 kasier had a contract with McColluch{robert paxton mc colluch} to make superchargers for their cars, this was mc colluch's 1st automotive contract, followed later by ford{312 w-block crown vicky} and stude/avanti. The kaiser 225 flathead 6 motor got the added 5 psi from supercharging and had an accelorator pedal switch that when the go pedal was pushed all the way the relief closed and allowed pressure to build...off throttle it was in off open/mode. By the S/C badge{kaiser in your and my case- I have one too} is the relief valve with a pig tail off of it, that was hooked up to a manifold pressure switch and the pedal, if there was too much pressure from, say, letting off the throttle after a pedal stomp, the relief valve opened to keep from over-pressuring the motor. The vari-pulley was set up to make use of the limited torqu/hp/rev curve of the motor it was installed on...later set ups went direct drive- no vari pulley. Then when paxton sold the mc colluch department he kept the automotive setion and named it paxton. After that they developed the novi gear drive system and took that further kind of leaving their origonal roots system, but it's still good...
Here's mine- ...still sporting the kaiser badge, the same badge could also say mc colluch. Sadly I lack the head mounting bracket and the idler with 60lb spring{some were 55lb}. Here's what I want to put mine on, a 52 chrysler 265 flathead 6-
Oh, nearly forgot, paxton doesn't rebuild the 57 series anymore, they have a subcompany{theirs} that does that now, but Erb can do the same if not better since he has the added hotrod knowledge base to apply the blower to alot of different applications via new fixed pulleys per your engine and it's needs. I remember there was a teflon impellor that would provide less friction and there was supposed to be a slightly higher output version of that that gave the user alittle more psi. Forget the vari drive...go fixed, it'll be easier I think. For your caddy, a 4bbl bonnet would be easy to aquire from paxton right now...for a single 2bbl or in my case twin 1bbls will be more searching and work- but do-able. I need to get a hold of Erb and have them rebuild mine and talk pulley needs....my motor runs 7:1 compression factory so I'd leave that alone fro my build...cam regrind...?
Thanks for the replies and the bump Dave,So is there a different way to plumb up/fit the non vari drive opposed to the VS.My VS57 doesn't even have the original front housing as there is no position to put the original soleniod for the vari drive and only has a dip stick in the frt cover.It appears to have an SN front housing. What do you mean Modeljunkie by the S/C badge?none of that on mine. Mine has OVS57 A on it. Any pics of one fitted to a Cad or similar out there? And yes,the SN-60 came after the VS57 There is a good article on the y/block forum about these but nothing about altering a VS or if they are plumbed any different. Thanks again Chris Modeljunkie you beat me to it,cheers for the pics,and as said mine appears to have an SN frt cover. 1.am here so I will post a pic of mine tomorrow to show what I have,cheers.
I was gonna say, post a pic, I'd like to see that. By not having an "onboard S/C" relief valve just means there'd be one installed elsewhere...like the back of the mainfold on the roots type systems. 1am...ah, just noticed where your at, search another day...go dream about the possiblities tonight....
The original Paxton was designed as an add on for stock road cars. Introduced in 1953, it was tested on flathead Ford cars. Later it was adapted to many makes of cars, trucks, and boats. Variable drive was a feature of the original design. It was designed so the supercharger would "loaf" turning slowly and supplying no boost until the driver demanded extra power. Flooring the gas pedal closed a switch that sped up the variable drive and supplied extra boost. The blower was also designed so that if pressure went above the designed maximum, usually 4 or 5 PSI, the blower drive backed off, slowing the blower and keeping pressure to the desired amount. Later the variable drive was dispensed with. They found it was unnecessary. It caused a lag like a bad turbo lag. The new design was smaller and more compact, simpler, easier to install and did not have the lag problem. John Erb can rebuild your Paxton without the variable speed drive. He can also install a more efficient impeller and step up the pressure. From the stock 4-5 PSI you can go up to 10 or 12, although 12 PSI is too hard on the mechanism and will not stand up very long.
Thanks Rusty,It appears that John Erb has already rebuilt this Paxton and has indeed removed the variable drive. I emailed Erb products and am waiting for a reply.Hopefully he can help out with some info on this unit. Fitting of a supercharger is new to me,hence all the questions so this is why I started the thread to get as much info as possible regarding the items needed.I have read the other threads on the forum regarding these but there is not much about the actual items needed to complete the job.I have had some advice from another member on but am still looking for more.The small port on the outlet obviously is also pressuured air but where does this go to is another part of the puzzle.Is there an early style 4 barrel which would suit this setup?I have already read on the mods needing to be done on the carb but was wondering if the is a favored model.Looking for a streetable engine combo. Cheers Chris
I have an arm, pulley and spring for your Cad bracket, I'd gladly trade it for one for my early Olds bracket
I already have the bracket,arm and pulley for mine of which the pulley appears to sit well forward of the water pump pulley.Do these paxtons generally run the drive belt around the w/pump pulley also or just direct off the crank pulley? I think modeljunkie needs the mount ***embly for his 52 chrysler flat 6 setup. Cheers.
The street systems I have seen all run a wider belt off the crank to the blower over its idler. The wide belt runs nothing else. Some of the Ford systems had a blower induced timing retarder.
I have a 59' Caddy tri-power in a Coupe de Ville & 63' 327 FI going into a 57' Belair. Would this be reasonably doable for these. What's a good source for them?
Without the variable drive pulley, you do not need the jockey pulley. You can drive the blower as if it were an AC compressor or alternator. What width of pulley does it have? The original took a special wide belt of the width usually seen on riding lawn mower cutting deck drives. The port for pressurized air can be used to pressurize your fuel pump. This is necessary for the pump to be able to pump against the air pressure on the carburetor. McCulloch also recommended adding an electric pump for extra volume. You do not need a special carburetor although, it does need to be pressurized. The throttle shaft should be sealed and the float bowl pressurized. It will also need richer main jets. For very high pressure, like over 7 pounds, you may need foam floats or reinforced floats, they can collapse under pressure. To reinforce a float you need to drill a couple of small holes, p*** a piece of br*** wire through the float, and solder it at both ends. This forms a brace to prevent the float from collapsing.
Thankyou very much Rusty,this is the kind of info I need.The paxton didn't come with a pulley so I am needing to work out what size pulley opposed to the crank pulley. Great that I don't need the adjuster also as now I can keep the drive in closer to the balancer as it will be tight between the radiator and the belt. I was planning on using a electric fuel pump anyway,is there a special pump I should be looking for? I knew already about the throttle shaft sealing and the float bowls needing to be up to the task,I like your idea of the br*** wire trick,I had been told of the foam filled floats.Any particular carb for ease of modding you would/could recommend.It's going on a 365 with 390 heads so I am not even sure as to the cfm I am looking at to be up to the task. Much appreciated Chris Thanks for the breakdown and info Tommy,also much appreciated.
All my knowledge was picked up from books, magazines and off the internet. I put it out here for general information. Before you spend money on parts, or commit to a build, check it out with John Erb or some other knowledgable person. There are a few people in the US still using the old VS57. I can't name any specifically but a web search should turn up some info. Try McCulloch supercharger, Paxton supercharger or VS57. There used to be a web site called VS57 that had a wealth of info. It went away for a while but I think it is back.
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