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Has anyone got any pics of the engine on which Eldred Norman was talking about using a supercharger with a clutch?  I've got to see the ducting for switching from aspiration to boost.

Ok, then I guess the intake ports are married?  There were three outlets on the supercharger setup in that guy's article. All three of the popular I-6s here are twelve port heads, one for each intake valve, one for each exhaust.  I've seen engines that use married ports, but that's generally in the center on a V8. 

  I tend to enjoy inline sixes. My fave has to be the slant 6 in my power wagon. (don't know if you got the Sweptline Dodges Downunder)

  Of five rigs I own, only two have V8s. Never liked V8s. They seldom run worth a darn.

Yeah, F100. Exactly what I've got in four wheel drive. Just about have to have four wheel... It can get stuck on a cow pie  in two.(I've literally done just that).

  I want to clutch the supe because, no, fuel ain't cheap. 87 octane via the RM/2 method (not sure if you use the same) Is about $3, and premium (the only grade without that #&@*$+! ethanol) is about three and a quarter.

  Plus I always wanted to set up that way, so i could have it as an 'if I need it' thing.

  I've got a two barrel downdraft weber right now, and it'll supply more fuel than the engine can eat if I'd let it. couple that with the fact i seldom break 3500 rpm, and think Ive only went past 4000 once, I don't see why the weber wouldn't do it. Don't see why the author doesn't suggest them. 

  Curious to see if anyone has any further info on the bypass that fellow used on his Holden. The Holden appears to be a three cylinder?  From those pics on the front page it kinda resembles a diminutive '55 Chevy. Cool. I'll have to add it to my list of foreign cars I'd like to have an example of.  Has to go behind the GAZ M-72, but then the high clearance and 4WD make the GAZ more practical around here. I'd still trade my BMW  for one (sick of it's failure prone ZF gear box) among the other things on the trade list. :)

  After my regular yearly search for info on supercharging, electric clutches and carburetion I turned up the article in your tech section. I'm hoping someone here may have actually fooled with the setup the author wrote about.

  Before I get too far in, I need to mention a few things which may even get me kicked off the board. First, I don't own a Holden. I'd never even heard of one before last night.  I'm sure that seems a bit curious, but then I've never even been to Australia.  I live in the USA.  It's likely you haven't had a chance to work with any of our brands like Ford or Dodge.  I will say my father lived somewhere in Australia during the late sixties, and I have a taste for bush music (hooray Rough Bark...).

  That being said, I'm here to speak with resident geniuses on the subject of supercharging. I've been considering installing a supercharger on my Ford pickup (not sure you have pickups there, or at least in the same form we have here) with the 300 inline six.  I've always intended to set up with a clutch and with a carb. As yet I had only found an article about a fellow who had installed a setup like that on a TR6, but it used injection, and I have carburetion. Where I need to route my mixture through the supercharger or bypass it with a gate box of some sort, this guy had it easy as he added the mixture at the manifold with his injector system.   

  After reading the article on your site, I finally have some useful information, however the article is a year older than my truck, and I'm sure some of the issues spoken of have been solved. And seeing as carb/supercharger on a clutch might be a popular setup among you fellows, here I am to pick people's brains.

   I haven't got SUs to install, and have a weber, but then the weber I'm running is newer and perhaps different than the one the article that is reccommended against.  Plus if someone has already worked the kinks out of a bypass system for carburetion... well, it will probably save me several paychecks worth of failed experimental versions, and allow me to foul up a few less times.
Plus, there may be a more elegant solution to my ignition advance than installing a one way check to simply shut off the advance when boost hits the manifold.
  As near as I can tell the best choice is an Eaton M62 as supplied in the Mercedes Benz C230.
   Anyhow, I hope there's someone else interested in the subject. I tried the Bumpside forum,  but noone seems to know anything other than "get a four barrel manifold and mount a Roots blower to it"
     So far I've built my top end up, and my ignition. A friend lent me the motor as a 'high performance' engine. After rebuilding the head, so it would actually run.... well, anyway he's not getting it back after the $400 head job I put in it, or the $250 worth of Harland Sharp roller rockers, or after paying for the carb he neglected to pay for before handing the motor over....   After the work I did the acceleration and power delivery top my Great Uncle's 300, and the engine performs better than it did when it was installed in Jerry's Ford (that got repo'd).
   I'm looking at building a new bottom end: blueprint, balance, heavy rods, 390 pistons, Glyptol coat, solid pushrods, marked up oil pump, all that happy stuff. After that checks out, the first iteration of the supercharger package.
  I want a little more at the top end, especially when I've got a Geo Metro full of migrant workers wanting to pass me at 65 when I'm already doing the legal 55.
   As to the mods themselves, I can do whatever I want under the hood (bonnet, you'd say) and not have to worry about legality. I live in Idaho, and the laws here are definitely in favor of the motorist.   

   Looking forward to hearing back.