The Paxton supercharger was also available on the 289 CI engine in the
Studebaker Daytona.  The very conservative Lark body with significant power
under the hood makes it a real sleeper!  ;)

Good story here:
http://ateupwithmotor.com/family-cars/196-studebaker-lark-super-lark.html

On Thu, Jul 7, 2011 at 11:44 PM, Frank Grunthaner <frankgrun@aol.com> wrote:

> I've just seen this query raised by Don Hanson over the viability of
> supercharging the I4 engine. I've seen the enlightened comment about the
> much simpler use of a turbo for a significant power boost, which was
> followed by the difficulties of doing this modification on the stock engine.
> I'm again moved to comment and offer a few centimes of advice to brave few
> who are tempted to implement the turbo solution.
>
>
> Several years ago, I shared with this list my studies of power (actually
> torque) enhancement methods based on the 1.8l I4 gasoline engine system. I
> examined several possibilities including the g60 and studied the published
> MTZ papers from VW Engineering about their choice of the G60 and their
> modifications to the basic 1.8L I4 engine to ensure its reliability. I also
> looked into several aftermarket systems as well as the McCulloch variable
> speed drive supercharger used by Studebaker/Packard on the Golden Hawk and
> the Avanti. Of all the supercharger systems, I concluded that the McCulloch
> was the best for application for the small I4 engine. Its variable speed
> pulley system drives the supercharger at a high rpm ratio at low engine
> speeds and at lower drive speeds at higher engine rpm giving an enhanced
> torque curve that is nearly flat across all operating engine rpm. Of course
> this is exactly the design objective of the VW's superb turbocharged 1.8L
> engine.I also determined that the Turbo 1.8L was too large to comfortably
> fit my needs, didn't readily adapt to the 50 degree DV mount - AND the cost
> would be impossible to hide from She Who Must Be Obeyed!
>
>
> I reviewed what I wanted from more coins expended on power enhancement and
> concluded that a modest power boost on demand was desirable. In general, the
> 1.8L I4 performed very well in town and on the open highway. I really wanted
> more moxie for passing and I wanted to recover the power lost driving in the
> mountains due to the lower atmospheric density at higher elevations. A well
> engineered turbo charger was perfectly suited to my application. I was quite
> aware of the additional stress added to the rotating system as well as the
> cooling and lubrication systems by high power turbo systems. My primary
> driver has always been reliability with a touch of excellent efficiency
> thrown in. Under these terms, the return of power at high elevations was
> virtually stress free because it really brought the system back to its sea
> level performance dynamic.
>
>
> OK, all of this is in the archives and on Alistair Bell's web page so I
> won't recount the details. To summarize, I went to the 2.0L Audi 80 block
> and head because of its strong internals and the excellent flow
> characteristics of the head and intake manifold. I used the Garrett T3 and
> adapted it to the Calif. version of the Audi 80 exhaust manifold. The T3 fit
> nicely after I rotated it so the spin axis of the turbo was perpendicular to
> the axis of the crankshaft. In the 50 degree configuration this placed the
> turbo perfectly horizontal. I modified the intake manifold to adapt the
> digifant fuel injectors and used the digifant engine control system. I also
> took the SAAP automatic pressure control (APC) ignition system and used it
> for ignition and timing control since it controls boost pressure based on
> the signal from the knock sensor. I added additional oil cooling from the
> Audi 5000T and injector cooling from same. I added the SAAB 9000 Blackstone
> intercooler for charge cooling mounted in the driver's side rear well. I
> also added a oil scavenger pump to clear the turbo oil return and redirect
> the collected oil to the oil pan. The scavenger pump was mounted in the
> normal position of the power steering pump on the I4 engine. At this tine I
> also developed the oil pan baffle system to control the oil flying
> everywhere. Finally, I added a water injection system along with an EGT
> monitor to maintain a margin of control. The water system was plumbed to the
> camper water supply.
>
>
> I designed the system for a maximum of 2-3 psi boost but in practice the
> intake manifold pressure sometimes approached 4.6 psi. The engine package
> was extremely strong and never showed any tendency to overheat. I did enjoy
> the way the front of the vanagon would lift as I punched the throttle.  It
> served me well until I got the TDi bug.
>
>
> For what its worth,
>
>
> Frank Grunthaner
>
>
>
>
>
> -----Original Message-----
> From: pat <psdooley@VERIZON.NET>
> To: vanagon <vanagon@GERRY.VANAGON.COM>
> Sent: Wed, Jul 6, 2011 5:12 pm
> Subject: Re: Superchargers?
>
>
> The VW G60 charger is a known weak link in the Corrado.
> A lot of Corrado G60 owners upgrade to turbo.
>
> 4 grand is a lot for forced induction when you can get a Garrett T3 for
> $100
> and rebuild it for another hundred.  Sure, you need an exhaust manifold and
> exhaust plumbing- throw in another $200.
> Either way you need an intercooler, intake piping and management.
>
> A supercharger (like a Lysholm, not a G60), is good for around town and
> probably the best choice for a Vanagon.
> For your Jetta, the turbo is the best kick in the pants.
>
> -----Original Message-----
> From: Vanagon Mailing List [mailto:vanagon@gerry.vanagon.com] On Behalf Of
> Don Hanson
> Sent: Wednesday, July 06, 2011 11:14 AM
> To: vanagon@GERRY.VANAGON.COM
> Subject: Superchargers?
>
>  Anyone have any experience with superchargers on a VW?  Turbochargers get
> all the ink..everyone talks about Turbo Subies and Bostig transplants.
>
>  In many factory vehicles, superchargers are original equipment. VW offers
> some factory supercharged models.  Toyota started doing it way back in the
> '90s...
>
>  I have seen kits offered for inline VW motors...For example:  Bahn Brenner
> (a VW Tuner) offers some stand-alone kits and also upgrades for the G-60
> factory supercharged VW.  Their kits are said to up the 1.8 liter
> supercharged motors output from 180hp to near 200
>
> For $4k you can get your N.A. Jetta motor making ~180hp and ~200lb/ft of
> torque... with a supercharger kit said to bolt on in an  afternoon.
>
>  I am just curious here if anyone has gone that route to more power for a
> Vanagon.  It's my understanding that  superchargers work without any "lag"
> and they don't involve complex exhaust routing.
>
>  Don Hanson
> -----
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>
>

--
Jake

1984 Vanagon GL 1.9 WBX - 'The Grey Van'
1986 Westy Weekender/2.5 SOHC Subie - 'Dixie'

Crescent Beach, BC

www.thebassspa.com
www.crescentbeachguitar.com
http://subyjake.googlepages.com/mydixiedarlin%27