The basic concept of the system was to get a naturally aspirated 2 litre ALFA engine running as fast as it could by porting and balancing while retaining the  standard compression ratio of 9.1:1 and the standard cams.  Having achieved the highest performing naturally aspirated engine, the next stage was to further improve it by installing a super charger.

The plan was to run the super charger as a blow through system incorporating an intercooler which in turn blows through the original Delorto Carbies.  The Carbies would then feed fuel by a EFI pump with a pressure regulator connected to a boost line to maintain a constant fuel pressure (3PSI) over the boost pressure with excess fuel returning to the tank via a return line.   It was decided that with the standard CR only 6 PSI of boost would be used 

Installation procedure

The fuel delivery system was installed first.  A new oversized fuel line was bent from 6mm stainless steel and installed. The original fuel line would now be the return line.  A new outlet port was welded into the fuel tank sender unit  (while it was out of the tank!) and the Bosh EFI pump was installed into the floor, under the back seats.  The pump was wired to a new fuse box that supplied 12 V when the ignition is turned on (via a relay).  The fuel pressure regulator used is of a  diaphragm type which has been used on turbo ALFAs, Fiats and Maseratis - all using webber carbies. The regulator has four ports:

The regulator is mounted on a little bracket to which the original fuel filter was attached. The fuel filter is now a plastic inline type.

As there is not enough clearance for the SC on the inlet side of the engine it had to be fitted to the exhuast side.  The original alternator is placed on the exhaust side and is attached by an overly sturdy mount on the engine's front cover.  It was decided to use this mount to support the SC.   Therefore the alternator had to be relocated to the opposite side of the engine.

The inlet side of the ALFA engine is cramped, the dipstick, the distributor and the mechanical fuel pump are very close to each other.  Because an EFI fuel pump was installed the Mechanical pump could be removed.  The mechanical pump was then mounted by two 10mm bolts allowing a fabricated bracket that a new alternator could be mounted on.  The tensioning arm comes from the upside down head bolt on the front of the engine.  A smaller Mitsubishi alternator (110mm diameter)  was found and fitted with ease.  The remaining problem was the radiator outlet hose was obstrucing new belt, thus some bends were created  to allow clearance.

Having the alternator moved, the SC slipped in snuggly on the remaining bracket.  A top mount was fabricated and connected to an alfeta air-conditioning bolt inserted in the head.  A Crank shaft pulley was then constructed on the lathe using an alfeta air-conditioning pulley along with a pulley from a 86 Celica, which happens to have the same belt profile as the SC. An idler pulley which tensioned the belt was also installed.

The Intercooler is an air-air type, which is fitted to front of the original radiator.  This is where the electric fan was therefore it had to be relocated the the back of the radiator. Which meant the unwanted expensive exercise of souring out a very slim electric fan.

An air box  from an alfeta was welded up air tight with a 2" front inlet tube.  All the pipe work was welded together from standard 2" bends, connected by flexible steam line tubing capable of handling the high temp and pressure.  One point in the pipe work required a flexible elbow,  this was found in the form of a truck radiator hose as car radiator hoses are not made over 1.5"