Welcome to PODIFOLD. We make high quality supercharger kits for classic mini small bore engines.

Our story began early 2020 when we took our beloved 1983 Metro HLE on a road trip for a snowboarding holiday in the French Alps. The little Metro proved to be a smooth, reliable ride, returning close to 50 mpg over the near 2000 mile journey without a single problem. The only issue was that the 46bhp 998cc engine felt a little underpowered, especially on the long uphill motorway sections. Later in the year we set out to increase our power with a supercharger.

We began with an Eaton M24 supercharger as fitted to the Volkswagen TSI twincharged engine. These units are normally operated using a magnetic clutch that disengages at around 3500rpm meaning second hand units are generally in excellent condition having never been worked too hard. Other advantages are: they have the perfect output volume for small bore engines; they are readily available; they are cheap to buy and they have a relatively small physical size.

Once we’d decided on the supercharger we started designing the system. The first thing was a belt pulley adaptor to attach to the crank pulley and drive the supercharger. We calculated the correct pulley size we'd need to spin the supercharger at the right speed to build a decent amount of boost pressure without generating excessive heat and had it machined from stainless steel.

The next thing to address was the position of the supercharger. Other systems line up the supercharger and crank pulley with no regard to where this puts the outlet of the supercharger relative to the inlet ports. From the beginning we knew this would be the biggest difference of our kit. We wanted the outlet to sit directly between the inlet ports so that the inlet tracts could be equal length and as short as possible. To achieve this we designed a spacer, CNC’d from aluminium, which would move the complete nose of the supercharger outwards to allow the pulleys to be perfectly aligned.

With the position of the supercharger determined we looked at the manifold to connect the supercharger to the cylinder head. We wanted a manifold that flowed well whilst maintaining a high velocity for the fuel/air mixture by carefully matching the inner diameter of the inlet runners to the port size of the CAM4810 cylinder head it would be bolted to.

The final piece to design was an inlet manifold to connect a carburettor to the inlet of the supercharger. We decided early on that we wanted to use a HIF38 carb as they are readily available and easily tuned. We wanted to keep the carb as close to the supercharger and keep the flow of air as smooth as possible with no obstructions.

With everything installed and a temporary decompression plate fitted to lower the compression ratio from 10.3:1 down to 8.0:1 we took it to a local rolling road where it made around 9psi of boost and an astonishing 70.5bhp and 76.9lbft of torque!

What we'd achieved was a huge 50% increase in power on an otherwise completely standard 38 year old engine. Factory camshaft, completely unworked CAM4810 head, cast iron exhaust manifold, pea-shooter exhaust and the standard mechanical fuel pump! What really impressed us though was how it performed. There’s no loss of drivability, it starts instantly (hot and cold), the power comes in smooth with no hesitation, tick over is still set at around 900rpm and in normal driving you barely know it’s there. Put your foot down though and you hear that distinctive supercharger whine!

Pre-ordering information

Having run our prototype successfully as a daily driver we've had a lot interest in adapting what we've made and producing a kit for use on a Classic Mini. In response the biggest change we've had to make was modifying the inlet manifold to lower the carb due to the lower bonnet clearance in a Mini. We also took the opportunity to improve the design of all the parts based on what we'd learned from running our prototype.

We've changed the outlet manifold to a design that can be CNC'd from a single billet of aluminium without the need to be welded together as well as making it much easier to fit by improving access to the inlet/exhaust mounting studs. Visually we've improved the aesthetics of all the components by adding details to match the lines of the supercharger for a more "factory fitted" appearance.

We've worked our way through dozens of 3D printed mock-ups and trial fits to make sure our new components are perfect. Having one-off custom CNC'd parts made for our prototype was phenomenally expensive. However, by working closely with our manufacturing partner we are now able to offer these kits to you at a fantastic price.

Starting at 9pm on 12th November we will be opening a pre-ordering window that will run for 4 weeks until 9pm on 10th December. The first 5 people to pre-order during this time will get a full Podifold kit for the incredible price of just £1200. Once these are gone the kit will still be available during the pre-ordering window for just £1300. When the pre-ordering period is over the kits will only be available at their full final price of £1400.

The order for manufacture will be placed once the pre-order window has closed with a lead time of 30-50 days. All orders will be sent out as soon the items are received.

Click here to pre-order

Why choose Podifold?

The Podifold system mounts the outlet of the supercharger centrally between the inlet ports of the cylinder head. This is made possible by our unique nose spacer which moves the pulley of the supercharger outwards to keep it inline with the crank pulley. Being centrally mounted means we can use short, equal length inlet runners.

To keep costs down our kit is designed around standard OEM equipment.

Our crank pulley is sized to spin the supercharger at the correct speed to build a decent amount of boost pressure without generating excessive heat.

The design of our outlet manifold enables the pressurized air from the charger to exit freely into an opening that matches the outlet of the supercharger.

We use a much smaller Eaton M24 supercharger which easily fits in the confined engine bay of a Mini and comes with it's own spring loaded belt tensioner.

The carburettor is connected to the inlet side of the supercharger with our free flowing adaptor. This CNC'd part is designed to allow a smooth, uninterrupted flow of air into the mouth of the supercharger with no obstructions.

Every component of our kit are computer designed and CNC manufactured from to ensure a millimetre perfect fit every time.

Our system has been designed from the ground up with small bore engines in mind. The bore diameters of the inlet runners are carefully matched to CAM4810 cylinder heads to help maintain a high velocity for the fuel/air mix traveling through the manifold.

We use HIF38 carbs as they are readily available and easily tuned for both good fuel economy and smooth running across the whole rev range by a rolling road operator of competent home mechanic.

Components of the Podifold Kit


We base our kit around the Eaton M24 supercharger as fitted to the Volkswagen TSI twincharged engine. Because these units are normally operated using a magnetic clutch that disengages at around 3500rpm second hand units are generally in excellent condition having never been worked too hard. Other advantages are: they have the perfect output volume for small bore engines; they are readily available; they are cheap to buy, they have a relatively small physical size and they are factory fitted with a spring loaded belt tensioner. Each supercharger we supply is stripped, inspected and rebuilt with our nose spacer and extended pulley shaft as well as fresh oil and new oil seals.

Outlet Manifold:

Connecting the output side of the supercharger to the cylinder head, our outlet manifold truly is a thing of beauty. It's cleverly engineered to allow it to be CNC machined from a single billet of aluminium for maximum strength with no welds or joints. We designed the manifold to position the supercharger in such a way that it discharges centrally between the inlet ports, meaning equal length runners that are as short as possible for smoother running and higher performance. Using millimetre perfect machining as well as locating dowels means high precision pulley alignment for a belt that runs true. Also included is a 6mm take off for a boost gauge or other ancillaries.

Inlet Manifold:

The inlet manifold connects a HIF38 carb to the suction side of the supercharger. It's been carefully engineered to allow as smooth and uninterrupted a flow as possible for the fuel/air mixture whilst allowing clearance for the carb underneath the bonnet of a Classic Mini. Visually it's been beautifully designed to mirror the lines of the supercharger itself in a way that echos the OEM look for a more "factory fitted" appearance.

Nose Spacer:

Unique to the Podifold system is our aluminium nose spacer which moves the pulley of the supercharger outwards to correctly line up with the crank pulley whilst allowing the outlet of the supercharger to be centrally mounted between the inlet ports for a more balanced system. Just like the inlet manifold we've taken great care to mimic the design of the supercharger it's fitted to.

Crank Pulley Adaptor:

Our crank pulley adaptor is designed to fit perfectly against a stock C-AEG454 pulley and is self doweling in the keywa. We machine our pulley from stainless steel rather than aluminium for reduced wear and increased life.

Stub Stack:

Included in the kit is our very own stub stack used to fit a universal clamp on air filter to the carb as well as smoothing the flow of air into the mouth of the carb for even better performance.

Frequently asked questions

  • Is the Podifold system a complete kit?

    No. We supply an Eaton M24 supercharger suitably modified for our system as well as our CNC'd inlet & outlet manifold, nose spacer, crank pulley adaptor, drive belt and mounting bolts.

  • What else do I need?

    To complete the installation you will need as a minimum a HIF38 carburettor, a C-AEG454 crank pulley, a one-piece clutch hose and a 90mm clamp on air filter. Consideration also needs to be given to lowering the compression ratio of the engine to around 8.0:1 either by use of a decompression plate, dished pistons or having the cylinder head chambers enlarged.

  • Why don't you supply the rest of the items I need?

    There are some other items need to complete the installation. These are all readily available from existing suppliers and we supply a list of part numbers and options. This allows you the choice of using your existing parts, buying new or second hand as well as genuine or after market depending on your budget.

  • Can I fit this to my standard engine?

    Engines should be in good overall condition before fitting and the compression ratio needs to be lowering to around 8.0:1 by either dished pistons, enlargement of the combustion chambers or by fitting a decompression plate.

  • Can I use this system with fuel injection?

    Probably by using an aftermarket fuel injection kit. We've not tested it using fuel injection yet though.

  • Can I use it on my 1275cc/large bore engine?

    No. Our system is specifically designed for small bore engines and is not suitable for large bore engines due to the size, output and thermal efficiency of the M24 supercharger.

  • Will this fit with a bulkhead mounted brake servo?

    No, it gets in the way.

  • Do I need to upgrade the fuel system?

    Our prototype runs using the standard mechanical fuel pump with no issues.

  • Will this fit under the bonnet of a round nose Mini?

    Yes, if your bonnet is the type with the recess in the cross member as pictured here.

  • Will this fit left hand drive cars?

    At the moment we haven't tested this in a LHD car and can't say that the kit will definitely clear the master cylinders.

  • Do you ship to my country?

    Yes. If you buy one of the kits during the pre-ordering window you'll be charged £20 for shipping at the time of order. This is the flat rate for shipping to the UK. If you live outside of the UK you will be sent a separate bill for postage which must be paid prior to shipping.