McCulloch/Paxton Supercharger

SUPERCHARGING BOOSTS FREE HORSEPOWER

Hemmings Motor News’ Mike McNessor does a deep dive on SUPERCHARGING BOOSTS FREE HORSEPOWER, starting in 1906!

When you discuss maximizing an engine’s volumetric efficiency, you are: –Boring everybody else at the party (as usual);

–Explaining to your spouse why it’s crucial that you drop a couple of grand on a supercharger for your sports car;

–Engaging in a 100-plus-year-old quest to get the most out of an internal combustion engine.

If you said all of the above, you’d be correct.

Supercharging was the earliest method used to squeeze more air into an engine than atmospheric pressure could provide naturally — a key to increasing an engine’s volumetric efficiency. Without the pumping action of the supercharger to increase the air pressure and density beyond the level of the atmosphere, the cylinders can’t fill to their maximum volume. But with the aid of a supercharger, they fill to the brim with a pressurized air/fuel charge. Thus, the cylinder displacement “grows” or is at least fully utilized. There is no doubt that SUPERCHARGING BOOSTS FREE HORSEPOWER! Pacers’ Tasmanian Devil Fuel Altered, with GMC/Roots blown & injected Hemi, above.

By harnessing a device that can push more air into an engine, you can add more fuel, make more power, and, voilà, you’re off to the races — literally in the case of the pioneering Chadwick Six (more about that in a moment). Giants and founding fathers of internal combustion recognized this. Rudolf Diesel was an early adopter, as were Louis Renault and Gottlieb Daimler.

In the U.S., the earliest recorded supercharged competition car started to take shape in 1906. According to a 1976 story in Special Interest Autos, it was that year that John Thomas Nicholls, chief engineer of the Chadwick Engineering Works in Pottstown, Pennsylvania, installed a belt-driven blower on a 1,141-cubic-inch Chadwick six-cylinder engine.

This early centrifugal supercharger was reportedly 10 inches in diameter, and its impeller spun at approximately 20,000 rpm while the massive six thumped along at its 2,200 redline. In 1907, Nicholls upped the boost by running three centrifugal superchargers in series. This three-stage arrangement used impellers with 12 blades each, 10 inches in diameter, each feeding into ducts of progressively smaller diameter.

Chadwick campaigned its supercharged “Big Six” in the 1908 Vanderbilt Cup Race and, according to the October 29, 1908, edition of “The New York Times,” the vehicle “… showed exceptional speed both in practice and in the early part of the race.” Magneto trouble sidelined the Chadwick, according to “The NYT,” but they speculated that it would’ve likely challenged Locomobile for the overall. Hill climbing seemed to be the supercharged engine’s forte, and the Chadwick went on to win the 1908 Wilkes-Barre Hill Climb in Pennsylvania.

In discussing SUPERCHARGING BOOSTS FREE HORSEPOWER, McNessor focuses on the following types of superchargers: AXIAL-FLOW, CENTRIFUGAL, below, ROOTS, right, ROTARY SCREW, and VANE-TYPE, above. Hot rodders and drag racers are probably most familiar with Roots-type positive displacement blowers, while vintage and classic car enthusiasts can relate to centrifugal, vane-type, and even the iconic Latham axial-flow superchargers.

Continue reading SUPERCHARGING BOOSTS FREE HORSEPOWER @https://www.hemmings.com/stories/some-of-historys-greatest-performance-legacies-were-built-on-boost/

’57 FORD SUPERCHARGED FAIRLANE

Ford offered multiple high-performance 312-inch engines in 1957, but the ’57 FORD SUPERCHARGED FAIRLANE was the prelude to Dearborn’s Total Performance marketing.

’57 FORD SUPERCHARGED FAIRLANE

In 1957, Ford offered high-output engines in its passenger cars, as well as in the T-Bird. You could order the hottest dual-quad and supercharged 312-inch engines with three-speed manual (with or without Overdrive) or Ford-O-Matic transmissions in any model, base two-door sedan and station wagon to T-Bird! The lineup consisted of a single-four-barrel 312/245, dual-quad 312/270, and a Paxton-McCulloch supercharged 312/300. Law enforcement agencies favored “Police Interceptor” two-door sedans with E-Code 270-horsepower engines. A 300-horsepower F-Code T-Bird could accelerate to 60 mph in the six-second range with a top speed of 125 mph.

McCulloch VR 57 superchargers on 300-horsepower Y-Blocks, like the ’57 FORD SUPERCHARGED FAIRLANE, were manufactured and marketed by Paxton Products, which was acquired in 1958 by Andy and Joe Granatelli. Since the early Flathead days, the Granatelli Brothers had been active in Ford hot rodding with Grancor high-compression heads and multi-carb intake manifolds. The VR 57 centrifugal blower with variable drive ratio delivered a maximum of five-psi boost and was a very pricy $500 option.

The ’57 FORD SUPERCHARGED FAIRLANE was Ford’s answer to Chevrolet’s fuel-injection, optional in 283-horsepower 1957 passenger cars (and Corvettes). Chevrolet was racking up wins in NASCAR and USAC until Ford counted with supercharged 312 engines with six-plus pounds boost and horsepower ratings in excess of 340. Prior to 1957 when NASCAR’s Bill France banned supercharging, multiple carburetion, and fuel-injection, Ford’s racing accomplishments were spectacular, with 27 Grand National wins plus 12 USAC firsts. Top Ford drivers included Tim Flock, Fireball Roberts, Curtis Turner, Joe Weatherly, and Glen Wood.

In addition to drag and stock car racing, Ford’s participation in competitive events in 1957 was broad-based and countrywide. It was not unusual to see a ’57 FORD SUPERCHARGED FAIRLANE running at local drag strips from coast to coast. DePaolo Engineering, Ford’s captive race shop, prepped sedans and T-Birds raced at Bonneville, set Flying and Standing-Mile records on the sand at Daytona Beach, and built the Ford that averaged 117 mph for 22 days in the Stephen Trophy Trials at Indianapolis Motor Speedway.

Ford was aware that, while winning races unquestionably helps sell cars, setting durability/reliability records would give dealers even more to brag about. In 1956, Ford signed off on a program to build “stock” ’57 Fords to run at Bonneville for USAC and FIA National and International records. The mission: To prove how durable Ford’s high-performance cars were.

Pete DePaolo built two Fairlane 500s powered by blueprinted stock-spec 270-horsepower dual-four-barrel engines and, with racer Danny Eames, managed the program. After a few weeks on the Salt in September 1956, ’57 Ford Fairlane 500s, driven by Johnny Mantz, Chuck Stevenson, and Jerry Unser Jr., averaged 130.94 mph for 100 hours, 120.62 mph for 24 hours, 109.39 mph for 14 days, and 108.16 mph for 50,000 miles! On September 28, 1956, USAC and FIA officials certified that Fairlanes set an incredible 458 records! One car set an International Class B Speed record at 106.55 mph over 14 days and 35,800.30 miles, the other set a National Class B Speed record at 107.09 mph over 20 days and 51,403.99 miles, and six American Class B Closed Car Standing-Start Speed records.

Ford celebrated by having its advertising agency, J. Walter Thompson, create a three-page advertorial hyping the record-setting event, The Longest Left Turn In History. It was placed in a variety of mass audience publications, including the October 29, 1956 issue of LIFE MAGAZINE.

For more information on the ’57 FORD SUPERCHARGED FAIRLANE, and the full range of models and options, please visit Over-Drive magazine @ https://over-drive-magazine.com/2025/06/01/1957-ford-cars-fact-sheet/

‘57 FORD Y-BLOCK SUPERCHARGED MUSCLECAR

Ford offered OHV V-8s, dual quads & superchargers; yet it was the worst of times: the AMA racing ban. The ‘57 FORD Y-BLOCK SUPERCHARGED MUSCLECAR, however, represents the prelude to TOTAL PERFORMANCE.

The 1950s ushered in an era of aggressive competition, both on the street and racetracks. Ford, Chrysler and General Motors did whatever it took to lure buyers into showrooms. Detroit’s competitive spirit during the mid-to-late-1950s set the stage for some of the most exciting years in automotive performance history. Ford’s weapon of choice – an all-new, short-stroke, overhead-valve Y-Block V-8, first released in 1952 for Lincoln and then in 1954 by Ford and Mercury. By 1957, Fords could be ordered with optional dual-quad and supercharged 312-cubic-inch Y-Block engines.

The overhead-valve V-8 was introduced in popular-priced ’54 Fords a full model year before Chevrolet revealed its vaunted small-block V-8. The 239-cubic-inch Y-Block was rated at 130 horsepower. The mid-priced Mercury received a 161-horsepower, 256-inch version. Weighing 610-630 pounds including accessories, Ford’s Y-Blocks represented a new generation of lighter, modern V-8 engines. The Y-Block designation came from its deeply skirted block, giving it a “Y” profile.

It was the 160-horsepower, 317-cubic-inch Lincoln V-8 that gave Ford its first OHV engine bragging rights. Lincolns prepared by Bill Stroppe & Associates, Signal Hill, CA, were winners of the grueling road race across Mexico, the Carrera Panamericana. First run in 1950, the race crowned a single winner. It was then expanded in 1952 to multiple classes: Sports Cars and Stock Cars with large and small-displacement engines. The nine-stage, six-day race over approximately 2,100 miles lasted just five years and was cancelled in 1955 for safety reasons. In the mid-early 1950s, Mexican road race Lincolns dominated the field.

Working with DePaolo Engineering in 1956 and 1957, Ford fielded dozens of blueprinted-stock as well as heavily-modified new Fords and T-Birds for Standing and Flying-Mile competition at the Pure Oil Trials and Speed Weeks on the old Daytona Beach course. In 1957 alone, 15 supercharged T-Birds (part of a 100-car NASCAR homologation program) “ran on the sand” during Speed Week.Between 1955 and 1957, Ford OHV V-8 displacement grew from 239 and 256 cubic inches in 1954, to 272 and 292 cubic inches in 1955. Ford increased displacement to 312 cubic inches in 1956. In 1956, Ford offered a dual-quad 225-horsepower engine and a dealer-installed M-260 Performance Kit consisting of a hotter camshaft, new cylinder heads and dual four-barrel carbs, upping horsepower to 260. Large displacement 368-inch Y-Block engines were available for Lincoln in 1956 and in 1957 for Mercury.In 1957, Ford offered high-output engines in passenger cars as well as T-Birds. You could order the hottest dual-quad and supercharged 312-inch engines with three-speed manual (with or without Overdrive) or Ford-O-Matic transmissions in any model, base two-door sedan and station wagon to T-Bird! The lineup consisted of a single-four-barrel 312/245, dual-quad 312/270 and a Paxton-McCulloch supercharged 312/300, the ‘57 FORD Y-BLOCK SUPERCHARGED MUSCLECAR. Law enforcement agencies favored “Police Interceptor” two-door sedans, above, with E-Code 270-horsepower engines. A 300-horsepower F-Code T-Bird could accelerate to 60 mph in the six-second range with a top speed of 125 mph.

McCulloch VR 57 superchargers on 300-horsepower Y-Blocks were manufactured and marketed by Paxton Products, which was acquired in 1958 by Andy and Joe Granatelli. Since the early Flathead days, the Granatelli Brothers had been active in Ford hot rodding with Grancor high-compression heads and multi-carb intake manifolds. The VR 57 centrifugal blower with variable drive ratio delivered a maximum of five-psi boost and was a very pricy $500 option on the ‘57 FORD Y-BLOCK SUPERCHARGED MUSCLECAR.Supercharging was Ford’s answer to Chevrolet’s fuel-injection, optional in 283-horsepower 1957 passenger cars and Corvettes. Chevrolet was racking up wins in NASCAR and USAC until Ford counted with supercharged 312 engines with six-plus-pounds boost and horsepower ratings in excess of 340. Prior to 1957 when NASCAR’s Bill France banned supercharging, multiple carburetion and fuel-injection, Ford’s racing accomplishments were spectacular, with 27 Grand National wins plus 12 USAC firsts. Top Ford drivers included Tim Flock, Fireball Roberts, Curtis Turner, Joe Weatherly and Glen Wood.

In addition to drag and stock car racing, Ford’s participation in competitive events in 1957 was broad-based and countrywide. DePaolo Engineering, Ford’s captive race shop, prepped sedans and T-Birds raced at Bonneville, set Flying and Standing-Mile records on the sand at Daytona Beach and built the Ford that averaged 117 mph for 22 days in the Stephen Trophy Trials at Indianapolis Motor Speedway.Ford was aware that, while winning races unquestionably helps sell cars, setting durability/reliability records would give dealers even more to brag about. In 1956, Ford signed off on a program to build “stock” ’57 Fords to run at Bonneville for USAC and FIA National and International records. The mission: To prove how durable Ford’s high-performance cars were.Pete DePaolo, above, built two Fairlane 500s powered by blueprinted stock-spec 270-horsepower dual-four-barrel engines and, with racer Danny Eames, managed the program. After a few weeks on the Salt in September 1956, ’57 Ford Fairlane 500s, driven by Johnny Mantz, Chuck Stevenson and Jerry Unser Jr., averaged 130.94 mph for 100 hours, 120.62 mph for 24 hours, 109.39 mph for 14 days and 108.16 mph for 50,000 miles!

On September 28, 1956, USAC and FIA officials certified that Fairlanes set an incredible 458 records! One car set an International Class B Speed record at106.55 mph over 14 days and 35,800.30 miles, the other set a National Class B Speed record at 107.09 mph over 20 days and 51,403.99 miles, and six American Class B Closed Car Standing-Start Speed records.

In 1957 the AMA in banned direct factory participation in organized racing and motorsports, encouraging carmakers to play down performance and racing and play up safety in advertising and marketing. All members initially observed the ban, but it turned out to be a short-lived victory for the trade association. Not long after agreeing to the ban and closing their front doors to racers and racing, carmakers’ back doors started opening up!Ford divested itself of racecars as well as the contents of DePaolo Engineering. DePaolo was not interested in continuing without a Ford contract. John Holman and Ralph Moody purchased the inventory, including the legendary Lincoln-powered Battlebirds. It was the end of one era and start of a new one, leading to Ford’s first “Showroom Supercar” in 1961! By 1963, Ford’s “marketing mantra” had become, TOTAL PERFORMANCE.

For more information about the ‘57 FORD Y-BLOCK SUPERCHARGED MUSCLECAR, and the complete 1957 Ford lineup, please visit OVER-DRIVE magazine @ https://over-drive-magazine.com/2025/06/01/1957-ford-cars-fact-sheet/