A wise man once said, "There is no substitution for cubic inches." That said, the only good 305 is at the bottom of a deep lake. I have a young friend who continually poors money into his 305 and he wonders why he can't get into the 12's.

Get a 350 and stroke it to a 383. Of course you'll still get your lunch handed to you by a newer Gen III engine, especially when stroked to 427 or 454.

Why two superchargers? Why not not just one correctly sized for the engine? The T-Bird supercharger is an Eaton M90 and it's the same supercharger used on the Grand Prix, Regal, Impala, etc. These are suitable for V-6's. Look at the Eaton M112. This is the unit on the Ford Lightning & Cobra and Jaguar XKR. It's also the same unit Magnacharger sells in their complete kits. It's good for V-8's. Just for the sake of packaging, if you really think you need to superchargers, you'd be better of with two centrifical units than two roots style.

Unless this is being built to class rules, you'll be far better running EFI than mechanical. The ability of the computer to keep an optimal air/fuel ratio is what has allowed superchagers to be used in OEM applications. As for the methanol, why? You realize a methanol fire is hard to see, right?

I like to adhere to the KISS (Keep It Simple, Stupid) principle. Complicating things for the sake of being different doesn't mean it'll work better or make more power. If you are going to go through the cost of a crank, pistons, etc., why waste it on a 305? I don't know about you, but I try not to waste money that can be used on better things.

And last, remember, the engine is simply a glorified air pump. The more air in and the more air out, equals more power. You could use five superchargers and not make power when the air being crammed into the engine is choked by a lack of displacement and stock truck heads. As Racer Rick mentioned, save your money and do it right the first time.