Once Ken had estimated the ideal location for the Vortech supercharger under the hood, he began designing the mounting plates. After cutting-out and test-fitting numerous card templates, Ken transferred his design and milled the final bracketry from a 3/8-inch-thick 6061 aluminum plate. Because the original cylinder heads do not have accessory bolt holes, Ken had to find another way to attach the main mounting plate to the engine block. Bob Endress of Vortech Engineering suggested he use the left-side water pump bolt pattern. This design worked perfectly. However, Ken had to mill 3/8-inch off the left-side water pump outlet to compensate for the plate thickness. Ken decided to replace the stock water pump with an Edelbrock aluminum "super-cooling" water pump.

Because the air meter was to be moved from the F.I. plenum to the supercharger inlet, it was necessary to fabricate an air meter adapter rings. Both adapters were turned from 6061 billet aluminum stock.

A second mounting plate is bolted to the compressor, which is then bolted to the main mounting plate. Ken's first design did not allow for adequate clearance between the exhaust manifold and the compressor volute, so he had to start all over-as he did on numerous other occasions.

The next step was to mount the compressor head unit and plate to the engine block-mounting plate. Ken had to first rotate a V-belt type pulley (as all current pulleys are serpentine design) so that the supercharger pulley could be aligned with the other pulleys. The size of this pulley also determines the impeller speed-a critical aspect of supercharger boost-so Ken opted for a 3.70-inch pulley to keep the impeller speed below 42,000 rpm at 6,000 engine rpm. The pulley was then attached to the supercharger and lined up with the crank and water pump pulleys to determine the space needed between the two mounting plates. Three stainless steel spacers were then turned for this purpose. To add rigidity to main the mounting plate, a support was added to the front bolt of the F.I. base plate-another support at the bottom to the left-side motor mount-and for good measure, another brace to an adapter between the thermostat housing and intake manifold.

After the air meter was attached to the supercharger inlet using a 3 1/2-inch silicone connector and T-bolt clamps, it was time to design a new throttle linkage system. The best solution ended up being a 4-foot throttle cable unit from Lokar Performance Products. Attaching the cable to the air meter was not difficult, however, attaching the other end to the original F.I. bellcrank proved much trickier. The challenge was to design a second bellcrank that pulled the cable to open the throttle, as opposed to the original rigid linkage that pushed the throttle plate open.

With the air meter secured to the supercharger inlet, it was obvious that a heat shield would need to be fabricated around the exhaust manifold. Ken removed the air meter to enable him to design a template that would be attached to the spark-plug shield brackets on the bottom and to the front valve cover screw on the top. The template design was transferred to a piece of thin sheetmetal to see how it would fit. After a number of trial bends, this revised pattern was traced onto 18-gauge sheet steel and folded into shape. He used spot-welds to hold the various bends and angles in place.

After the air meter was adapted to the supercharger inlet and the throttle cable installed, Ken had to design an inlet for the air-meter-to-air filter. He started with a '63 air meter adapter and made a template to rotate the air-filter unit under the left fender. Brady Sheet Metal of Burbank California, then replicated the template using 18-gauge sheetmetal. A K&N air filter, PN RF-1008, was clamped to the 4 1/2-inch air inlet.