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A supercharger would be difficult due to mounting in a spot that allows a belt to run to it. If an additional pulley is required on the crank then the task becomes more difficult. Mounting of the supercharger is difficult, mostly because of their belt constraints and they are normally larger than a turbo of same displacement. In light of this, a turbocharger is an easier adaptation. A turbocharger on a T3 will be more challenging than any other VW engine due to very limited engine lid height and engine compartment space. It can be done as I've seen a couple of them. Piping the exhaust becomes almost artistic in its twisting and bending and merging. Quite a bit of heat will be introduced into the engine compartment -- a particularly bad thing for us, let alone any other air-cooled engine -- so insulation will be necessary. Because of the rapid breakdown of wrapped exhaust pipes I would highly recommend ceramic coatings. Induction isn't quite as challenging but it's a challenge nonetheless. The set ups I've seen are blow-through, meaning the turbo forces air through the carb (then pushes it into the engine) instead of draw-through, where the turbo sucks air through the carb (then pushes it into the engine). This would be the easiest since manifolds and joints wouldn't need to be fabricated. Providing enough of an air filter that will draw in cool air is the real challenge. The engine itself needs to be built to take the additional power that will be gained. Compression will need to be lowered down to 7.0:1 or maybe even lower. Timing under boost will need to change - an MSD or Jacobs Electronics timing device would work well here. The amount of air the engine will flow needs to be known and where the power will be the greatest at rpm and at cruising speed. Then can you determine the proper turbo to use by looking at their turbo maps. You can get these from the manufacturer. I would recommend you get them from turbos that are mated to engines in similar displacement. Air flow is a biggie. My engine was limited in power due to small throats in the 36mm carbs and the low volume in the ports in the heads. It was like trying to breath through a straw. My builder put 40mm carbs with larger throats and opened up the ports in my heads. I now have much less restrictions to the air flow so my engine can gulp more air and thus produce more power. She breathes a lot better, now. So what I'm saying is you can save some money by having the induction opened up instead of spending a lot more to have it force-fed. Go to http://magnumforceracing.com/cgi-local/SoftCart.exe/store4/books_hpbooks2.ht m?L+mystore4+isqn7574+948182504 and look towards the bottom of the page for a book on Turbochargers. This is the one I read and it gives good information for beginners. I would recommend reading this before getting involved in positive-displacement pumps (superchargers, turbochargers and their ilk). Toby Erkson air_cooled_nut@pobox.com <-- Please use this address for email '72 VW Squareback 1.6L bored and stroked to 2.0L, Berg five-speed '95 VW Jetta III GL 2.0L, P-Chipped, Jamex sport suspension Portland, Oregon, http://www.icbm.org/ >-----Original Message----- >After a brief internet inspection let me rephrase this : >Can a supercharger ( Judson ) or any other company be made to >fit in a T3? - pulley to crank pulley ,single carb manifold ,etc. I've >heard a lot of good about superchargers even if turbos outperform them. >Hey, Darksiders I'm drifting your way :@) >Haven't any of the Darksiders at least tried supercharging ?- >this setup would be much easier. ------------------------------------------------------------------- Unsubscribe? mailto:type3-request@vwtype3.org, Subject: unsubscribe