Any thoughts on using one? Any ideas on where to go or who to contact to get a drawing or specifications? A friend of mine gave me a couple, one is functional, the other needs a little help setting thrust on the input shaft.... Right now I'm thinking about hanging one off the side of an 8BA, but then again, it would be bitchin' on about any engine.....
Info on these seem to be real limited at best. I just helped a good buddy with some repairs on one. He has looked for some specs and tech info for quite a while with not much luck. He has a little info if you are interested. P.M. me if you want his contact info.
There is a bit about them on the graham paige club website. They were machined for a carter single bbl. They ran ajack shaft off or near the genny. On the apx. 220 cu in 6, they were good for a boost of apx 90 hp to 120. I believe max pressure was was around 5 pounds, the carb was pull through and the chamber was plumbed a heater circuit to cool the impeller chamber. http://graham-paige.com/
Saltracer and Plym, Thanks guy's. Salt I have the contact information you sent....I'll call this afternoon. Plym, I've been through the Graham-Paige websites and didn't quite find what I was looking for......I'll make contact with those folk's, but my experiance with restorer's versus hot rodders hasn't always been good. The Holy Grail would be an exploded diagram as well as backlash spec's for the drive system. I'll make contact with Saltracer's friend, but I'm also thinking we can reverse engineer some of the stuff from my functional one. Again, Thanks for the help, Pat
There are lots of VS57 McCulloch superchargers out there. I bought 3, one as low as $200. They were designed for the flathead Ford and not hard to bolt on. They are also a more modern, efficient design. Do the Graham restorers a favor and let them have the Graham superchargers.
I've been thinking about one for my early Chevrolet 4- but the ones I've seen on Espay lately run around $500+
Per what has already been posted, the supercharger is not very efficient, and has limited flow capability. It has limited boost capability and is not suitable for an engine much larger or better flowing that it was used on. If none of that discourages you than mayber it's a possibility.
Hey I think your buddy got those from me. they were made to run off the back of the generator. I had a generator off a 49 nash that had the right drive. I still have the crossover manifolds that allows you to mount the supercharger on the left side and the water cooled aluminum cross over bolts to the stock six manifold on the right side. one of those came off a DeSoto six that was pulled off for the scrap metal drives during WWll still sorry I ever sold them. if they don't work for you I'd be happy to buy them back......Jim
Graham used superchargers on a variety of engines from a 199 CID six cylinder to a 290 CID 8 cylinder. I have no information on if the same unit was used on all, or if there were multiple units. Carburetors used included S.A.E. size 2 Carters and Marvels, S.A.E. size 3 Stromberg (on the 266 CID 8 cylinder), and a two-barrel Carter (used on the 290 CID 8 cylinder). There was also a prototype (at least one was built) two-barrel Stromberg for the 266 CID 8 cylinder. I believe the McCulloch was an updated design, and is probably more repairable, and less expensive, and as mentioned by Rusty, available for the flathead. Jon.
My good friend Gregg Kishline [noted 1/4 midget restorer and long time HAMB lurker] and I were just talking about his father's adaptation of the Graham supercharger to a 1950's Nash 6 the other day. Upon seeing this thread I sent Gregg the link & got this in return: I found information on the Graham supercharger, supplied to the author by my Uncle Dick 8-9 yrs ago, in a book entitled "The Graham Legacy - Graham-Paige from 1932", written by Michael E. Keller (2003). Keller hails from Appleton. It includes a cut-away drawing attached to the patent submission, filed 1-11-1937, as well as a couple pages of technical discussion. An Appendix in the book discusses the history and development of the Graham supercharger. The supercharger patent (# 2,098,499) was granted to my grandfather, Floyd F. Kishline, as the inventor, and dated 11-9-1937. As was typical in the industry, the patent was assigned to his employer, Graham-Paige Motors Corportation. I'll ask Gregg to scan those pages for posting here as the book is not in wide circulation. Floyd Kishline had a long career in the car business culminating with the design of the OHV I-6 still used in Jeeps. His son [Gregg's father] designed the front suspension used in the last Rambler chassis before moving to Detroit to design heavy duty truck drive axles for Dana. Chuck Schultz Winfield, Illinois
The Graham Club has detailed instructions for rebuilding the graham blower available to club members. Basically, the worm drive has to be good or the blower is not rebuildable. I've always thought that dual Graham blowers mounted in tandem on the left side of a straight 8 would be very cool and not very hard to accomplish. The larger Packard 8 of 359 cubes seems to be just the right match. Btw, while most of the Graham cars are gone I swear just about every blower still exists. Seems when people went to crush the car they kept the blower.
http://vs57.y-block.info/history.htm A great read, when Milwaukee was the 'nations machine shop', as well as the brew capital.
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