XPT

PRO250 has done such a kit it, PM him (and he will tell you to turbo it 😂).
Here is another example: https://www.streetmachine.com.au/features/1608/blown-1963-ford-xl-falcon-ute-readers-car-of-the-week

OP Dex was referring to a roots type kit blower, with carbs & chrome and blower whine being favoured over outright hp or hp per dollar. Cool factor is the priority. 
Procharger, Vortech etc are all centrifugal blowers which are not only different in their characteristics by the way they deliver boost to positive displacement blowers (like roots or Whipple type). They also look totally different, they're basically a turbo with a gearbox and belt pulley on the back. They don't possess the "cool factor" of a the positive displacement blower in the same way that turbos don't  (if you regard that look as cool). 
I can see how a centrifugal blower would be appealing especially in kit form, their bolt on nature and linear power delivery making good gains in peak & midrange hp and easy to tune. They can make some huge hp numbers with big cube v8s especially, but still aren't as efficient as turbos, can have belt slip and aren't exactly cheap. 
 

OP Dex was referring to a roots type kit blower, with carbs & chrome and blower whine being favoured over outright hp or hp per dollar. Cool factor is the priority. 
Procharger, Vortech etc are all centrifugal blowers which are not only different in their characteristics by the way they deliver boost to positive displacement blowers (like roots or Whipple type). They also look totally different, they're basically a turbo with a gearbox and belt pulley on the back. They don't possess the "cool factor" of a the positive displacement blower in the same way that turbos don't  (if you regard that look as cool). 
I can see how a centrifugal blower would be appealing especially in kit form, their bolt on nature and linear power delivery making good gains in peak & midrange hp and easy to tune. They can make some huge hp numbers with big cube v8s especially, but still aren't as efficient as turbos, can have belt slip and aren't exactly cheap. 
 

The rear mount turbo is an interesting concept for sure. It's got a few advantages, like keeping heat out of the engine bay and less components to jam under the bonnet, keeping it close to stock looking etc.
There would be lost heat therefore velocity from the exhaust gasses from the long journey rearward so you could go a size down in your turbine housing to compensate. I guess you would solid mount the turbo flange to the chassis with a flex joint on the feed side.
It could run a sump under the turbo oil return and an electric oil pump to the feed in a closed loop oil system. It would give the turbo a nice uncontaminated oil supply not sharing with the engine, but adds complexity.
You would have some lag as the long charge pipe from rear to front would add a lot of volume to be filled before making boost.
As for the not needing an intercooler, I don't know whether the sheer length of the charge pipe and the exposure to cool air under the car would be enough to cool adequately. 
 
 
 
 
 

isn't the M90 a little on the small side for 4L ? I thought the M112 would be a better choice but M90's are cheap and plenty which is probably why I just answered my own question, they're a little on the small side but good availability and much cheapness 

If I was hell bent on a blower, I'd keep it injected and get a good second hand or reco Eaton M112 from the States off the SVT Mustang or F150 Lightning for around 1k. If you're handy with fabrication, you could make up the bracketry/manifold adaptor yourself. I'm a fitter & machinist so all this stuff wouldn't be a problem for someone like myself. But even if you aren't in a similar trade you could probably get it made a up at a reasonable price.
 
If it's chrome and carbs that you're craving, it won't do the trick and the blower kit would be the go. It's expensive HP in anyone's language. If going blown I'd go a forged bottom end for sure due to the power delivery and risk of backfires/pinging when things like heat soak and lack of intercooler during extended thrashing. 

If I was hell bent on a blower, I'd keep it injected and get a good second hand or reco Eaton M112 from the States off the SVT Mustang or F150 Lightning for around 1k. If you're handy with fabrication, you could make up the bracketry/manifold adaptor yourself. I'm a fitter & machinist so all this stuff wouldn't be a problem for someone like myself. But even if you aren't in a similar trade you could probably get it made a up at a reasonable price.
 
If it's chrome and carbs that you're craving, it won't do the trick and the blower kit would be the go. It's expensive HP in anyone's language. If going blown I'd go a forged bottom end for sure due to the power delivery and risk of backfires/pinging when things like heat soak and lack of intercooler during extended thrashing. 

Google M90 on a XFLOW xfalcon
On my supercharged 1FZ-FE the blower is mounted on the exhaust side. Allows you to intercool (if you go EFI) and use the standard inlet manifold. Heaps of pictures on the net of similar setups.

i have been wanting to purchase that for about a year now,but cant bring myself to paying 8k to set it up for a measly 100hp gain,i figure just hook a nitrous system up to it for under a grand and use the button if needed,but there is no wow factor of that blower noise or out the bonnet look,plus the bottom pulley is a 3 bolt pulley,but aussiespeed can make a 4 bolt if you have xf crossy,im more interested in the blower shop set up for the crossy it will give much more boost and looks nicer,the thing is you can buy a weiand 289/302 kit for 4k and build a stout 347 @ 400 odd hp easily ,or turbo crossy ,but umm errr a lot of money for a blower kit imo.

Rnd 2 starting shorty. Just finished putting in a used 86da, .030 22cc ACL duralite pistons, backyard ported open Chamber xe efi head. Comp is around 9.1-9.2 with a different NA cam with more overlap. Hooked up the knock sensor into the front head bolt the same a late efi Xf. Il take it easy with this one till the tune is fat as I want it to last the summer.

No one acted like they invented anything, they merely explained the theory behind doing this conversion to someone who asked the question. If we all knew everything we wouldn't be on here would we? No need to be a condescending smart arse, we are all here because we like cars.

No one acted like they invented anything, they merely explained the theory behind doing this conversion to someone who asked the question. If we all knew everything we wouldn't be on here would we? No need to be a condescending smart arse, we are all here because we like cars.

Coils have thousands of windings inside that are separated by a very thin insulation that can break down both over time and many heat cycles. All it may take is a slight movement internally due to expansion from heat and the windings short out on each other, reducing output voltage or completely dying. Also there can be a break in said windings that might touch when cold but again when the whole thing is hot, open up and create an open circuit.

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Im still trying to figure out how he's gonna dig a hole with an esculator..........



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LPG Barras (green cam cover) got the turbo rods with oil passages. Also got the inconel exhaust valves. If you're going to hang a snail off an NA Barra, that would be the one.

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Bang for buck the BA/BF & FG motors make more hp. That's a given. We race against several up here. Most get 275rwhp with just cams and tune on $300 wrecker motors.  
You have to love crossflow engines to want to make power from them as they are very expensive to build to that same power level. They are after all a very old engine.  
Funny thing is in our form of Motorsport the crossy's still dominate the ba/bf. why? because of their torque and the weight penalty that comes with the Barra. 
At the end of the day the buyer will make the choice. I've got several customer crossflow engine builds on the go at the moment so the interest in them is still there. I make a point of informing all my customers at the very outset that it's not going to be a cheap exercise.
 

Nah not really, there's probably more dignified ways to go. It was more making the point that the way certain people are carrying on (not you btw) kinda makes me uninspired about mucking around with crossflows. 

Hey don't knock the thong-slapper

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All this nasty talk makes me want a 253

All this nasty talk makes me want a 253

You may want to do your research on that car a little better. It never set fastest time at an Aussie title with the previous head, nor broke the Lismore track record with that other head.  It never top qualified on points in an Aussie title and certainly wasn't able to pull the wrong gear set before. As to the legality of the car, my opinion matters for squat. It passed scrutineering before and after that meeting (the top 5 cars all get inspected post race) and the Queensland title, so therefore it is legal.  
Your entitled to your opinion on whether it's an achievement or not, as am I. Sadly this thread is going down the same road as a couple of weeks back. Never mind we should have some further results shortly to bring it back on track. 

must be only about 1cm or so b4 hitting the rocker.

Yep it was the coil pack. Thanks for the tip Thom it was piss easy to do it from the top using a few extensions and removing the airbox apart from constantly burning myself on the coolant pipe lol. I had to get it done before it started pissing down. So no time to let it cool. Thanks a lot for your input guys. Cheers

Smoke is smoke, right?

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It might only manage a clutch burnout