Holden 6 supercharger kit Aussiespeed

The Aussiespeed Holden 6 cylinder supercharger kit fits both 9 port red motor and 12 port black/blue motor cylinder heads. The kit is supplied with most components for you to bolt it on with some common sense and basic tools. In the kit we have tried to supply just about every thing you need and apart from the harmonic balancer there should not be any additional machining required.


With our testing we used a chemically bonded Holden 6 cylinder harmonic balancer that was a standard neutral balance  rebuilt factory balancer fitted with an Aussiespeed AS0520 steel balancer hub that extends over the outer ring to stop the “pulley ” “outer ring” from flying forward. The balancer will available from our online store .


We recommend that you use at least a chemically bonded harmonic balancer when fitting a supercharger to your engine. Aussiespeed offer crank and snout hubs for use with aftermarket balancers like powerbond and Romac.


The simple step that is required to be machined into your Holden 6 balancer.


Note the centre with the raised boss, this locates into the machined step on the harmonic balancer to ensure the crank hub and pulley are located on the crankshaft centreline. The lower supercharger pulley also locates on a boss and 4 bolts to hold the pulley to the crank hub. We can supply chemically bonded harmonic balancers with the additional machining required done for not only  Holden but also Falcon 250 2V, Crossflow Ford, SOHC 3.9, 4.0, Hemi 6, Slant 6, Chevy V6, inline Chevy sixes, 240, 300 Ford big 6 and Holden V8 engines. After market steel performance harmonic balancers can also be used but may require a bevel to be machined on the centre to locate the bottom hub or pulley.


We have tried to get the blower belt tensioner to fit with factory hoses and thermo housings and to look neat and use components apart from the arm that can be purchased any where in the world. A drive snout support can be fitted and is recommended when fitting your supercharger, the support mounts back onto the engine block.


The Aussiespeed AS0521  bolt bottom crank pulleys are available with both male or female  stub on the pulley, where room is limited between the balancer and radiator or if you have a wide after market harmonic balancer like Romac, Power Bond, Ross, B&M or another brand the hub may not be required as the balancer can be drilled for the crank drive pulley to be fitted directly to the balancer.

We get many enquiries from people wanting to lay buy there supercharger kit, we know that building a car isnt cheap and rather than killing the credit card or getting a bank loan our payment plan can help you to plan without costing any extra unless there is a big shift in the US dollar that can raise the cost of the Weiand superchargers. Our lay buy system is simple we ask that you make regular repayments, if for some reason you fall on tough times just let us know. We have had customers pay of larger purchases over a 12 month period so dont be scared we will work with you.

The first kit we will explain is the Holden 6 cylinder 9 and 12 port basic kit, many upgrades and add ons are available but lets start with the basics. These kits are designed for street strip type application using most off the shelf parts. If you want a supercharger for an all out race engine or fuel injection and computer controlled ignition systems, or other exotic parts there are lots of companies out there that handle those extra bits you need.

Intake manifold will accept 142 or 144 Weiand superchargers, the manifold is supplied to suit a small block Chevy long water pump drive and a standard size harmonic balancer. The manifold is fitted with a backfire valve kit is machined on the head face and supercharger mounting face. Due to many different flange width and sizes with after market extractors additional triming of the manifold flanges may be required. Another new product available from Aussiespeed are our tubular headers in 1 5/8 for both red and blue motor Holden 6 cylinder engines.

Belt Tensioner bracket and spring loaded mechanical tensioner. The belt adjusting bracket is a sand cast aluminum clamp on style that fits to the machined section on the Weiand super charger drive and replaces the complete Weiand belt tensioner / adjuster including the large spring. The 2 piece conrod style tensioner bolts over the drive snout and the mechanical tensioner bolts to this and rotates to tighten the belt. The mechanical spring loaded adjuster is supplied with a flat idler pulley as it runs on the back side of the supercharger belt.


Crankshaft Hub and the bottom drive 6 rib pulley are supplied to suit a standard harmonic dampner that needs to have a small simple step machined in the centre where it fits on the crankshaft. We can supply a new balancer with the modification or you can send yours to us and we can do the machining process for you. The hubs are also available for larger aftermarket harmonic balancers but do require a hub to be fitted onto the supercharger drive snout also.

A supercharger 6 rib drive belt and socket head bolts for the pulleys and other bolts are supplied for the components supplied to suit the components supplied by Aussiespeed. A snout support that runs from the drive snout to the engine block is highly recommended and available from Aussiespeed, this is something that you may wish to fabricate your self as well as a support bracket from the manifold to the engine block.

So what you get for your money you can add extras but for the guys who want to workout bonnet height, radiator clearance or fabricate extra parts them self this kit includes the basics.

Machined satin finish Holden six Blower manifold.
Sand cast tensioner arm and mechanical tensioner assembly.
Steel wide face crank hub and 6 rib steel pulley 70mm .
Supercharger6 rib belt and required bolts.

Extras we can supply as additional components are Drive snout supports, manifold to engine block supports, Aussiespeed Big Tube Headers, ignition systems, Quick Fuel carburetors, Weiand Superchargers and spare parts as well as a range of different crankshaft adapters, many sizes of both 8 & 6 rib pulleys, bolts, fasteners and many other of the shelf components to complete your project

For Current Pricing on 12 Port Kit Click Here

For Current Pricing on 9 Port Kits Click Here


Superchargers importing or buying used

With the release of many of the manifolds and components related to the Aussiespeed street supercharging range, we thought we would let potential customers some of the superchargers that can be fitted to the Aussiespeed manifolds.


Aussiespeed manifold with the blower pad to mount the 142/144 can be purchased undrilled if you are wanting to build your own kit.


Supercharger base plate allows the fitment of an M90 Eaton to Aussiespeed manifolds and can be purchased not machined for your own custom install.


This allows fitment of the Weiand 177 supercharger to a 142 or 144  manifold


This makes fitting the M112 Eaton supercharger to a 142 or 144 manifold a lot easier

The Aussiespeed manifolds based on the 142/144 Weiand, Holley and B&M bolt pattern all use the drive from the small block Chevrolet V8 long water pump this is the correct length and on some models a top pulley coupler is supplied to get the correct alignment. The part number of the drive is WE-6070 in a satin finish and WE-6071 in a polished finish.


Weiand Supercharger drives are available in polished and satin finish.

On some engines the factory Weiand / B&M / Holley spring loaded belt tensioner is used and on some engines this is replaced by the Aussiespeed unit. The information below is simply to warn potential customers of some of the down falls related to purchasing supercharger kits online from sellers online, auction sites, forums and social media sites. Before you make your purchase remember that when it comes to purchasing over seas it all looks good until you get loaded up with the following fees, charges and unfortunately the conman who troll the internet. We are not trying to scare you into buying from us but just wanted to relay an experiences from a customer recently..


The customer purchased a supercharger from an online auction site in the USA and though great i have found a supercharger for $1200.00 USD buy it now that was listed as a low mileage 142 with all components to fit to a small block chevy.. When the kit arrived in Australia the buyer found.


GST was charged, plus a fee from customs for processing the import, proof of payment { needed a commercial invoice } and nearly got charged storage as the seller didnt not want to forward a receipt and it took around 2 weeks to get a copy of his credit card statement linked to his paypal account. This was allowed for payment proof that attracted a { fee of $53.00 international transaction fee} . The figures below are some rough figures he told us..

Purchase $1200.00 USD = $1411.16

Shipping $295.00 USD = $340.00

GST $175.12 AUD.

Customs Inventory fee $92.00 AUD

Credit Card Fee $53.00

Total. $2071.28 Then a new drive had to be purchased that was around $900.00 so at just under $3000.00 for a used supercharger i hope for the buyers sake the housing isnt warped or the rotors dont have big scours or damage.



Someone advestised a used Weiand supercharger on a race engine parts for sale site, the listing said every thing you would want to see its brand new never used, going a different way with the build, can ship anywhere and all the pictures straight from google. Bargain $900 USD can supply ignition system, carburetor, fuel pump and a bunch of other stuff. The guy though great he can get all this stuff for $1500.00 USD plus shipping the guy said he had a buddy who should be able to get it shipped to Australia for $175.00 USD. The seller said send me $300.00 deposit with an international money sending firm then he would get it boxed up and workout the shipping. The guy in Australia sent the $300.00 USD and has never heard from the guy again. Cash was sent and guess what it couldnt be traced and cooperation from the other end was non existent.. So if he can scam 3 people for $300.00 each its $900.00 if he gets 10 its $3000.00. We are not trying to scare you into buying your supercharger from us all we want to do is to make people aware of some of the things that can go wrong,  Please be careful if it sounds to good to be true it normally is.. We hope this info might save a few people from being separated from there hard earned cash.

In 2015 Aussiespeed will be adding over 60 new products to our supercharging range, this will make supercharging 4,6 & 8 cylinder engine easier than ever before.

Weiand-super-charger-kit new-weiand-supercharger-kit



Ford Pre crossflow Krogdahl engine

This is the engine we hope to slot into the Aussiespeed Slingshot dragster, it is the first Ford 6 cylinder that was fitted with the cylinder head. The engine has done over 250,00000 KM

Checkout our range of Ford 6 cylinder parts manufactured by Aussiespeed by visiting out online store..

as0170r slant 6 aussiespeed valve cover

Slant 6 Valiant alloy Rocker covers available in a range of surface finishes.


Wrinkle black cast alloy slant 6 rocker covers


Bright red Slant 6 valve covers are just a few in the Aussiespeed range.



Holden Krogdahl Head

One of the earliest pictures that we know of of a 6 cylinder Holden fitted with a Krogdahl head and triple DCOE webers was back when Bob was in Townsville


The pipes used on the exhaust were 2 inch and the camshafts had around 650 thou lift, With the way the cylinder head was designed then an engine that would hold together at 10,000 to 12,000 RPM took a lot of refinement, Many of the parts used in the engines were Krogdahl designed, there were some of the shelf parts used but some exotic parts made from exotic materials had to be used on the real big horsepower engines.


The early Holden red motor on a go-power dyno, this engine once sorted did make some impressive numbers horse power wise. Many speculate about the power output but as we have nothing that is cold hard facts we are going to stay well clear of the horsepower numbers game.


The Torana before it had a tidy up and fitting of a cylinder head to a highly modified engine.


From what we have been told the Torana with one of Bobs engines fitted outside his workshop many years before he retired. The Torana is still around with a now fuel injected DOHC  Krogdahl engine.


After all the hard work the boys got to let of a bit of steam, the Torana was ran for many years in the upper parts of QLD.


Another Torana that ran a Krogdahl cylinder head on a Holden 6 was one that came from down in Victoria.

A very short video of a triple weber Holden 202 fitted with a Krogdahl cylinder head, be sure to turn up the volume they sound different.


A prepped Holden 6 cylinder engine That was fitted with a DOHC cylinder head, extensive work is carried out on the oil galleries to keep the bottom end oil flow up.


Early engines used a modified stock Holden timing cover, yes the standard cam is still fitted to the block, lets just say the cam under goes some modification.


A crank trigger is used to fire the ignition system, note the fuel pump drive in the distributor hole.


Engine and belt covers were manufactured to give the factory look, the great thing with the head design was it could be used on a mild street engine right up to an all out racing engine with a reduction in valve size and camshaft lift.


Notice the adapter on the front of the crank, some of the Krogdahl engines were run without harmonic balancers or flywheels. A crank hub with an alloy drive pulley and an automatic flexplate with the rotating assembly balanced and a reduction of the bobweights on the crank.


Check out the Aussiespeed range of Holden 6 cylinder speed equipment by clicking here


Krogdahl head more info.

When we got to actually see our first Krogdahl cylinder head in the flesh we were kinda blown away that something we here at Aussiespeed had discussed had been done before many years ago. We were not going to go the exact way that the Krogdahl was developed. We were and still are looking at an over head valve cylinder head that could be used on a mild street engine through to a competition engine.


The cylinder head has 2 spark plugs per cylinder, an engine with twin plugs is what is used in the aviation industry. Bob told us that the engine can idle as low as 600 rpm and was much smoother when run with a twin ignition system. A distributor is fitted in the valley of each of the camshafts and is timed to fire on the compression stroke. Later model Krogdahl cylinder heads went to computer controlled ignition.


The port design was very much the same as later model cylinder heads the shape of the port and runner was being used back when we were still  young boys. The head is symmetrical and  either side can be used for intake or exhaust manifolds.


The raw casting could have been machined with cylinder head bolts and water passages to suit either Holden or Ford 6 cylinder. The early pre crossflow mustang and falcon engine was a candidate for the cylinder head. The internal core box to make the water passages has gone missing and unfortunately is a major part in casting the cylinder heads.


One of the proto type engines. The fuel injection manifold has twin electronic injectors and with 6 throttle bodies and 2 injectors per port the engines fuel requirements could be handled better at high rpm and when used with a quality computer the fuel curve could be adjusted to deliver optimum performance.


The camshaft drive belt as used on the Krogdahl engine incorporated its own belt tensioner. A timing cover was also cast to suit the Ford 6 engine that made up part of the cam drive.


Different styles of valve covers were cast for the Krogdahl engines, these ceramic coated headers were also designed and built to suit the Krogdahl head to fit Falcon and Mustang body styles. As you can see the picture was taken in 2008.


An old picture of Bob with the Ford EA to AU style SOHC engine fitted with a DOHC head fitted to a Falcon engine a few years before he retired , Bob had traveled over 250,000 KM with the engine in one of his own cars.



Krogdahl Cylinder Heads

Ever since i was a kid i was interested in cars and engines, i think i brought my first car magazine at around 7 years old i borrowed books from the library and found myself reading car magazines, Street Machine & Van Wheels, Performance Street Car, Custom Rodder, Vans Utes & Trucks, Street Rodding just to name a few. As well as technical books related to cylinder heads, engine performance, cams and valves, superchargers the list went on.

One issue that i do remember was about a guy in Townsville who had designed, refined and built his own DOHC, hemispherical, crossflow design twin spark plug cylinder head that could be used on a few different inline 6 cylinder engines. That guy was Bob Krogdahl, It was in 2014 after trying to track Bob down for a few years that we first made contact and after many phone calls regarding the tooling, patterns, core boxes and specialised machining tools some of which have been destroyed or gone missing a meeting was arranged. Bob is in his 70s and has been retired a few years and has many other interests now outside of automotive. Bob flew down to Adelaide and after some idle chit chat a large packaged was put up on the bench and there it was, an early casting that had many imperfections and was not able to be used on an engine. I had finally got to see a Krogdahl cylinder head in the flesh and to meet the man that made it all happen.


Page one from street Machine Magazine. Click on the picture to enlarge.


Page two of the street machine magazine, click on the image to enlarge.

It took Bob 20 years from when he first started the cylinder head to getting the first engine running, As Bob said the first head was fitted to a Holden red 6 cylinder engine fitted to a 6 cylinder sprint car. To start with they laughed and mocked Bobs idea but it wasnt long until people started to change there mind as more development and refinement was done and the sprint car be come a front runner.


On Sunday the 21st of October at 5.15pm in 1990 the first Krogdahl cylinder head took its first breath, Bob tried to get it published in the birth notices in the local paper but wasnt allowed so it was put in the general notices. So it was 20 years in the development, untold amounts of money and no one kept a record of the hours spent over the 20 years.

The Video is of a later Holden 6 cylinder fitted with motec fuel injection and a Krogdahl cylinder head. This engine was one of the later engines built after many of the refinements had been done on earlier engine fitted with the Krogdahl twin cam cylinder head.

The knowledge, experience and theories of somethings that i was lucky enough to talk about in the time i spent with Bob was one of the highlights  of my time in the performance industry. Bob retired around 2004 and with only around 12 completed engines built the engines are some thing i would classify as rare.


We have over 2000 photos and a few videos of the development and processes related to the Krogdahl head that we will be adding to these pages.


aussiespeed manifolds rocker covers carb scoops performance speed equipment


Aussiespeed Blower to manifold adapters

With so many different superchargers available and so many different engines that customers want to fit a blower that wont blow the bank the basic bolt pattern on most of the Aussiespeed supercharger manifolds are based on the Weiand 142 or slightly larger Teflon rotored Weiand 144 .


Ford 6 cylinder EA to AU sohc manifold with the base plate mounting for the Weiand 142 and Weiand 144. From this standard bolt pad Aussiespeed have a range of adapter plates to fit other superchargers.


This is the casting to fit the larger Eaton M112 to the Aussiespeed range of manifolds that will accept the 142/144 Weiand supercharger, the scooped area allows the bypass valve that is built into the supercharger to be fully operational.


The Eaton M112 supercharger can be fitted with the Aussiespeed AS0512 adapter, For fitment of the M90 GM style supercharger Aussiespeed AS0510 is the part number.


The rear top entry was designed for fuel injection, we have a few intake systems also under development.


The M112 dummy fitted up to an AS0038 Chevy inline supercharger manifold, We hope soon to have the proto type supercharger drive snout finished that will be available in various lengths and will be made right here in Australia.

Supercharger component update

We have really pushed forward on getting the proto types done, Our crank shaft hub is done and has the added feature of a steel outer flange that covers the external ring of the balancer, the balancer needs a small shoulder machined to locate the hub adapter then its 3 bolts to bolt it up then another 4 to secure the crank pulley.


We have decided on steel pulleys and hubs for our supercharger drives.


The supercharger balancer crank hub is available to suit different width harmonic balancers. There are 4 bolts to bolt the pully to the hub and the centre of the hub and pulley are both predrilled in the centre for people wanting to thread the end of the crank to fit a retaining bolt. From the balancer face the hub and pulley extend around 50mm


We want to use as many off the shelf parts in the Aussiespeed supercharger kits so replacement parts can be purchased just about any where. The bracket we had used previously with the Terra Charger had a much smaller diameter drive snout . We have modified the tensioner we had and mounted it on the other side of the supercharger belt adjustor.


We tried to incorporate the standard factory weiand sprung tensioner but because we need the tensioner run on the slack / non drive side the spring rotates the arem the wrong way around. We are still negotiating with a local spring maker to make the reverse spring so the Weiand supplied tensioner can be used.


This is the style tenisoner we look like we will go with, it is a bolt on style that uses an off the shelf spring loaded bolt on tensioner that can be used with either a flat or ribbed pulley.


Sorry about the picture quality, with the pieces bolted up you can use the standard alternator position and mounting bracket and v belt this also drives the water pump.


Aussiespeed manifold castings

We will try to explain the work involved and what happens after a pattern is made. Checks that have to be completed of the sand mold and the core to ensure metal thickness is right in the void that is filled with metal. There are many other factors that have to do with castings like contraction, runner system, venting the core, metal temperature, speed the metal is poured into the mold, flow offs and riser sizes. We cant explain it all in the one post but have included some pictures to show you just some of the processes involved. A pattern that is used to make the external shapes of many of the Aussiespeed Performance Product may differ in size but the same amount of work goes into each and every product. The  Aussiespeed pattern shown is what we call the top box, It is a Hemi 6 cylinder long runner manifold with the part number AS0089 it is a solid timber, plastic or aluminum shape that is normally in 2 halves. When a pattern is made you have to add contraction. A pattern has to be larger in size than what you want your final casting to be. Different metals have different contraction rate some are 1mm in 70mm some 1mm in 50mm and others 1mm in 100mm. An easy way to explain it is if a casting is 700mm long say a rocker cover the over all length could contract 10mm. You are thinking well thats easy we just make the pattern 710mm in overall length. Wrong the casting will shrink back to 700mm but every dimension changes. The distance between each bolt hole, the height, width, crossways depth the lot.


Note on top of the carby pad you will see a square block, it is the print and matches up to the print on top of the corebox. The dept on both pieces must line up to hold the core in the right place to give clearance or “wall thickness” to the job. It also locks in to the mold to hold it in position the same as the print bar on the ports.


This is the sand mold that makes the outer bottom of the manifold, note the 2 large round holes, these are the locators that are a sand solid round shape that fit into the location holes to align the top and bottom of the pattern. When you look at a casting and see miss match on the out side it does not always mean that the internal doesnt line up as the internal core has its own location in the mold.


The locator is made on this Aussiespeed manifold from its own core box, The print that is in the sand mold must be exactly the same deepth and size to drop in to give perfect alignment of the top and bottom of the outside of the casting.


This is the core of the manifold, you can see the solid sand bar on the ends of the sand core. This print as it is called does 2 things, it is a locator for the front of the manifold ports so it can not move backwards or forwards and also makes the long legged core easier to handle.


With the core in position there is a print that locks the carburetor pad in place that also has to be set to the right height to give the correct gap to allow for metal thickness on the top of the external casting.


Its hard to tell from the angle that the photo has been taken but the gap you can see between the large outer sand mold and the internal “core” sand mold is where the aluminum flows to give you the casting.


Another picture of the internal core, it is because the manifold has an internal and external shape it allows us to make changes to the internal that have nothing to do with the outside shape of the manifold. So the port can have fins cast in the runner to boost velocity that simply can not be seen.


This was a trial fit and you can see the core has broken on the tie bar across the port face, the internal core has broken off sand which if it was cast would become areas of metal. There is so much more involved in making a manifold but we hope this gives you an idea of some of the processes.


So after all the work and it is assembled with a runner system to allow the metal to get into the pattern and vents to let the gas get out this is what we are left with.


So after all that work we have a casting that the metal did not flow to all areas and we have a hole in the runner that is the second on the left and what we call flash which is the metal that is in the outside of the pattern.


So once you get the the tooling, runner system for the casting, make the machining fixtures then there is the hours of doing changes to the internal design and shapes on the ports and then its time to further improve performance on the dyno.

Be sure to check out the range of Aussiespeed manifolds in our online store. To View Our Range Click Here






Ford Crossflow Magnuson m90 eaton supercharger

We had a customer who had purchased a supercharger kit that was fitted to a Ford 4.1 aluminum headed crossflow engine in a cortina. The engine used a 2 barrel manifold that had been modified to accept the supercharger.


As the carburetor was mounted a long way from the supercharger we suspect that pooling could have been a problem as the draw through system had the carburetor placed a fair distance from the supercharger.


There are many superchargers that have been designed with an internal bolt pattern that can be difficult to bolt on to manifolds where access to all 4 corners to bolt down the blower. The AS0068 is bolted to the internal holes in the base of the supercharger and has 4 external mounting lugs.


The AS0016 Aussiespeed Cross flow 4 barrel manifold has had the angled carb pad machined flat so it is at 90 degrees to the crankshaft and will also allow the mounting of the supercharger as low as possible. The AS0067 wedge adapter can be bolted or welded in position so the supercharger can be mounted to the intake manifold with the 4 external hold down bolts. We dont have the supercharger and the drive as the customer is in another state, we have done all the machining that is required and it will be a case of getting the alignment right then drilling the holes for the hold down bolts and adapter. We manufacture steel spacer rings to move pulleys for the crankshaft if the alignment needs adjusting.


The Aussiespeed AS0067 is cast as a wedge and can be machined to get your desired height and to get the blower at 90 degrees to the crank. it can be mounted with counter sunk bolts or welded to the manifold.


The 2 adapter plates sitting on the manifold. Additional grinding of the plenum to remove the internal lip may be required once the adapters have been positioned to match the drive length.


All supercharger manifolds should be fitted with a backfire valve to help prevent damage to your supercharger or intake manifold incase of a misfire. The AS0016 has been machined on the side of to keep the backfire valve in close as engine bay room on the cortina is a bit tight.

Aussiespeed High Performance and Racing Engine Products