Superchargers & Accessories
Pontiac V8 Superchargers & Accessories
Boost, Done Right — Superchargers & Accessories for Pontiac V8s
A centrifugal supercharger is the most straightforward way to move a Pontiac V8 well past what it makes N/A without chasing cubic inches or a huge cam. It is also the upgrade that punishes shortcuts: compression ratio, fuel delivery, ignition timing and a pinned crank all have to be right before you make the first pull.
Butler designs and tests its own Butler Custom ProCharger serpentine and cog drive kits in house, and stocks TorqStorm single, serpentine and twin kits for Pontiac 326-455, along with ProCharger F-Series head units, cog pulleys and belts, carb hats, blow-off valves and the Butler crank pinning kit.
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1. Two Paths to Boost on a Pontiac
Both lines here are centrifugal blowers driven off the crank, but they answer different questions.
| TorqStorm | Complete bolt-on kits built around a self-contained billet blower, with brackets, pulleys, hoses, tubes, blow-off valve and hardware in the box and a limited lifetime warranty. A serpentine version keeps A/C, power steering and alternator. |
| Butler Custom ProCharger | Designed and tested in house, in a serpentine drive kit rated up to 925 hp and a cog drive kit rated up to 1250 hp. |
| Head unit or complete kit | The ProCharger bracket kits are sold on their own if you already have a head unit and drive pulleys, and F-Series head units are stocked separately. |
2. Butler Custom ProCharger Kits
Butler machines the billet head block and mounting plate, sorts the balancer and crank pulley situation, and includes the pinning kit rather than leaving it as a footnote.
| Serpentine drive kit | Rated up to 925 hp. Includes billet Pontiac head block and mounting plate, F1 ProCharger with hardware, serpentine drive pulley, Romac balancer, billet hub adapter, your choice of modified serpentine or V-belt crank pulley, billet spacer, ProCharger serpentine crank pulley and belt, tensioner and mounting hardware, a ProCharger 4150 carb hat, and a blow-off valve with ALM flange and T mounting tube. Brackets were redesigned in 2021. |
| Cog drive kit | Rated up to 1250 hp, with a cog drive pulley and an ATI 6-bolt drilled balancer shell and hub in place of the serpentine parts. The ATI balancer is included and must be used, and the crank pulley has to be drilled for the ATI bolt pattern. |
| Bracket kits only | Same billet mounting hardware, tensioner and pinning kit without a head unit or drive pulleys. Compatible with P-1SC, P-1SC-1, P-1X, D-1, D-1SC, D-1X, F-1D, F-1A, F-1A91, F-1A94, F-1C, F-1R, F-1X and F-2 ProChargers. |
| Fitment | Fits under the hood of most Pontiac cars and works with alternator and power steering, but will not work with A/C. Installing in a 1967-69 Firebird requires modifications. An intercooler is recommended, and the charge tube is not included because intake heights and routing vary too much to guess. |
3. TorqStorm Kits for 326-455 and F-Body
TorqStorm is the accessory-friendly end of the shelf, complete down to the blow-off valve. Note that first-gen F-body cars take their own kit.
| Single supercharger kit | Mounts one TorqStorm to a carbureted Pontiac 326-455, except 1967-69 F-body. Includes supercharger, hoses, tubes, blow-off valve, brackets, pulleys and hardware. Choose a V-belt or serpentine pulley for a March System 13105BP non spring loaded tensioner. |
| Other kits | A first-gen F-body kit with brackets cut for a 1967-69 Firebird, and a serpentine system that retains A/C, power steering and alternator. |
| Twin kits | The 2XR twin belt setup for carbureted 326-455 and 1967-69 F-body cars, with or without A/C. Each American-made, self-contained billet TorqStorm flows 1250cfm and supports 750+ horsepower, and the pair will support over 1500hp. The kit includes two superchargers, two blow-off valves with weld-in bungs, two air filters, brackets, pulleys, belts, a Type 2 power steering pump and a Powermaster 165 amp alternator, plus a Sanden SD-7 compressor on the A/C version. Water pump, balancer and carb hats are not included. |
| Lead times | Typically around four weeks for standard finish, with up to two additional weeks for black anodized kits. |
4. What Your Engine Needs Before the Blower Goes On
This is the part that decides whether the combination lives. Boost on top of a compression ratio built for N/A is how people melt pistons.
| Compression ratio | For 93 octane pump gas, Butler suggests 8.75 to 9.5:1 on aluminum heads depending on pulley size and boost level. TorqStorm lists 9.3:1 max with cast iron heads and 9.8:1 max with aluminum. |
| If you are already at 10:1 | A thicker Cometic head gasket can often bring a pump gas combination down into that range without tearing into the short block. Forged pistons are recommended either way. |
| Carburetion | A blow-thru carburetor is required, or a throttle body injection setup suited to boost. |
| Fuel and spark | You need an electric fuel pump that can hold pressure under load, a regulator with a 1:1 boost reference, and an ignition that can pull timing under boost, such as an MSD BTM box. Premium fuel is required once you add boost. |
| Air temperature | Intercooling is suggested on all non-carbureted applications, and TorqStorm kits include a bung for water meth injection. |
5. Crank Pinning: Do Not Skip It
A belt-driven blower loads the crank snout in a way a factory keyway was never asked to handle. Pinning is cheap insurance against a balancer that walks or a key that shears.
| What the kit does | A drill fixture that lets you pin the crank and balancer against slip, or add a second key for strength. Included with the Butler Custom ProCharger kits and sold separately. |
| In the car | No pulling the crank or balancer, no trip to a machine shop. Bolt the alignment hub on clocked 180 degrees from the factory keyway, drill through it 2" deep from its face, press a 3/16 steel dowel pin into crank and balancer, then remove the hub and install your crank bolt. |
| In the kit | Pontiac steel alignment hub, hub alignment bolt, drill bit and three dowel pins. Not for use with BDS blower hubs. |
6. ProCharger F-Series Head Units
The F-Series units are self-contained, hold 4 oz of oil, and run a 5.40:1 internal step-up ratio on 9310 steel shafts and gears with a 7075 billet impeller.
| F-1A | Max rated supercharged HP 1100, max flow 1575 CFM, 38 psi max rated boost, 9" volute, 3.75" inlet. |
| F-1A-91 | Max rated supercharged HP 1200, max flow 1600 CFM, 38 psi max rated boost. |
| F-1A-94 | Max rated supercharged HP 1300, max flow 1625 CFM, max rated boost 38 psi. It bolts on in place of a P-1SC or D-1SC, but it is about .38" longer and uses a 4.0" inlet instead of 3.75", so a custom inlet is required. |
| Why gear ratio matters | The F-Series 5.40:1 ratio means you do not need as small a pulley to make boost as with the 4.10:1 P-1SC and D-1SC, and larger pulleys give better belt wrap. |
| Cog drive warning | F-Series bearings are built to handle the added forces of a cog drive. Running a P-1SC or D-1SC on a cog drive is not recommended. |
7. Pulleys, Belts, Carb Hats and Blow-Off Valves
The drive parts and plumbing are where a kit gets finished, and where an undersized bypass valve quietly wrecks a gearcase.
| Cog drive parts | A 46 tooth 50mm wide head unit cog pulley, an 88 tooth 50mm cog crank pulley in the LS/BBC/SBC bolt pattern, a 50mm cog belt at 56.69" with 180 teeth on an 8mm pitch, and an F1 cog pulley assembly with hardware. All ProCharger cog pulleys require a pulley hub. |
| Blow-off valves | The open Race Valve with a steel flange is the high-flow choice for street and race, with a bolt-on T-flange tube available for F1 installs. |
| Size the bypass correctly | ProCharger recommends a Red Race Bypass Valve with an F-1A-94, and past 20 psi either two of them or a larger ProRace valve. An undersized bypass causes compressor surge, which is hard on the gearcase and can crack intercooler welds, leak hoses and slip the belt when the throttle slams shut. |
| Carb hats | Low-profile hats with a 3.00" inlet at 2.00" tall in polished or satin, for cars where hood clearance is the limiting factor. |
Pick the drive first, since it sets the balancer and the power ceiling, then get compression and the fuel system right before anything bolts on. Not sure where your short block sits? Call with your bore, stroke and gasket combination.
TorqStorm Superchargers Kits Butler Custom Procharger Kits
Not sure what your Pontiac needs?
Email our tech team at tech@butlerperformance.com. Tell us your engine, heads, car, and power goal, and we will put the parts together as one combination that works.