My 2 power adders on my car.


and

 

this is the turbo for the camaro

This is my s10 with a 355 and Spray

my kid sitting on the turbo

my kid playing with the newgen gate

me and my s10 with spray

my poweradder before spray 6-71

 

Here's mine

 

Here's my F1-R........

 

don't see it

 

huh?

 

Need to clean up some wires and add meth inj.

 

Just thought I'd send some pics of my oldie goldie... The ole martin kit... I'm still just doing mock ups.. yes , these manifolds work , but you have to cut about 2 inches off and weld the flange back on... kind of crazy, but it works..It hits the k-member right near that stupid brake line that GM put in a crazy a$$ place.. anyway, the turbo does fit, it's about 1/2 inch away from the tower... will need poly mounts(ya think?).. anyway.. excuse the mess , I'm still doing the bodywork, so yes , it's a mess... just have the passenger side to do , then that blown 305 comes out and engine bay gets smoothed out , and painted , then 350 back in.. Well these kits do fit, but have to be modded just a little.. not much though.. just sent out the turbo housing and pipes to get powder coated blk chrome, intake will be gloss blk, valve covers will be gloss blk with fins polished... Got a air cleaner from ramairbox.com ... I think its the fifth one down.. kind of knight rider looking, oh , by the way, thats what this is for and yes , knight rider cars take some time, lots of it.. The dash especially....and especially when your doing it all yourself... anyway... thanks for looking , there is my power adder... old but still cool.. good for about 350hp and 400 tq... right where I want to be...anyway.. comments , good or bad would be great... thanks

Marc

 

here is a pic of my Paxton SN-60. When I got the car in September this was part of the deal. If anyone can shed some light on how much boost this puts out and if it is worth even installing I would greatly appreciate it...

 

my 90 Formula LB9 with a P600b

 

Here is my new setup...

 

corvette + powerdyne = sneaky

 

They're not kidding about the silent-drive. Nothing sticking out of the hood, no abnormal noise makes for a quick clean car.

-- Joe

 

Look at the cold air duct on the pass. side of the engine, now look at the top of the air duct and you can see black boarder where it photoshoped, and it has 2 upper radi hoses......

 

wow good job you really know your stuff.

 

Oh my sweet lord that is sick as hell man..

After I got done looking around to see if anyone saw me humping the screen I noticed that no one said anything about this car..?

Way to put in the time customizing like everything.

 

my new one

 

here's mine procharger D1SC 15-20 psi with a 3.40 pulley

 

Thanks for the compliments, much appreciated ! It has been a long road getting to this point though.

Steve

 

this will be mine in the winter 8-71 kobelco blower or maybe thinking a centrifigul one but i like the roots style looks bad *** plus methynol/gas injection on 455 small block

 

This my home made rear mount turbo on my 1988 Iroc -z 5 speed ,its a t40 and makes around 12psi boost,but only have it set to 5 psi as the 305 is bone stock,but makes the old ride a joy to drive.

 

CLEANEST THIRD GEN EVAARRR!!!! wow your car is amazing..Im in shock.

that is all

 

Very nice! How soon do you see boost? Is the turbo built for a rear mount setup? You can actually run much more boost than that if your tune and timing is safe. I was running 16 psi in my old 305 for a few months until I put the 383 in. All looked well when I pulled it apart.

 

Sneaky little devil isnt it??!!
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WOW! 16psi on a stock 305 with pump gas? How did she run? ever run it down the strip?

 

heres some info on it....got it from http://www.vs57.com/history.htm

SN60 and Beyond

The McCulloch DO-VS59 superchargers were manufactured and retailed right through to 1962 (and possibly later) alongside the SN (Short Nose) series superchargers that Paxton introduced in 1959. Further research at Paxton resulted in the introduction of a more efficient fixed ratio supercharger, which used the planetary drive arrangement of the McCulloch VS superchargers and was marketed as the Paxton SN60. This lacked the variable speed of it’s predecessors, which was proving to be a liability due to belt slippage at the higher engine rpm’s it was expected to be driven at for the newer higher revving engines. The removal of the variable ratio drive resulted in the supercharger being 2.2 inches shorter than its predecessor, hence the term ‘Short Nose’.
Paxton also returned once again to the use of an internal oil reservoir eliminating the corrosion and lubrication cleanliness problems that had plagued the DO-VS59 units, and to a lesser extent the VR57/58 units. Technology improvements to bearings, seals and lubrication gave them greater power handling capabilities and reliability than the earlier McCulloch units. Significantly a redesigned oil pump which had an increased capacity, and which didn’t suffer from float at high rpm, allowed the SN60 blowers to be turned at higher rpm’s than their predecessors without risk of oil starvation to the drive bearings.
As well as producing the superchargers Andy Granatelli also raced SN60’s using Chryslers, Plymouths and Chevrolet Corvairs with single and dual blower set ups during 1960 and 1961 and set numerous speed records. A switch to Studebaker in 1962, along with more successes resulted in Studebaker purchasing Paxton Products, and employing the Granatelli brothers with Andy Granatelli eventually becoming president of Studebakers STP division, and Vince and Joe Granatelli remaining with Paxton. The feedback from racing with the superchargers resulted in the SN62 being produced, and the Studebaker ownership of Paxton in conjunction with the fact that Studebakers president was former McCulloch Vice President Sherwood Egbert, resulted in the extremely fast SN supercharged Avanti’s being produced.
The VR58 was still offered by Paxton as a replacement unit through to the mid sixties, and was also offered through to 1970 in a modified form as racing supercharger. This variant (the VR5?) had the variable ratio planetary drive fixed in the high ratio via use of an adaptor, the oil control valve was replaced by an aluminum stud, and the supercharger was intended for drag racing usage only, retailing for about $250. The boost output could be modified (as is the case with all the VR units) by replacing the standard drive pulley with a different sized one.
After splitting with Studebaker Paxton dropped out of the supercharger business in 1974 (probably due to emission legislation effectively killing off the performance maerket - albiet temporarily), concentrating instead on centrifugal blowers for industrial and marine applications. Ironically the VR supercharger survived this and was reworked as a blower for moving air through the cabins of submarines. These units had oil reservoirs mounted on the bottom, and were completely reworked as single speed blowers, producing a high volume of air at a low pressure of about 3 pounds.

 

Ran good but the engine parts were way too big, no low end tq, 7.5:1 compression. Didn't run it, it was in Germany, just a fun autobahn car. Probably only made about 450hp. Going down the highway at 100 mph it was making 6 psi. The trans didn't last long and got eaten quick. The shifts were terrible so it may have made more power but only felt like 450.

 

boost starts around 2000 rpm under load,its a ebay turbo $200 shipped. its a t3/t4 hybird rated for 400 hp @ 30 psi and has a 8 psi waste gate which makes 5 psi boost and with boost controler I have had it to 10 psi and belive it will make 12-14 psi. I used 2" pipe to run to engine and used 21/2" the last two feet or so to make it easy to connect it to maf.for under $1000 bucks I have a pretty nice street turbo. I have over 1000 miles on it with no problems.

 

I'd say thats a good bang for your buck! I plan on running something like that for my next project-the street burner!

Welcome to TGO!

 

T-bolt clamps and a 3-bar MAP will be required with the F1R. These head units will deliver big boost.



Aaron

 

Added pictures

 

Here is my current setup as of 9/2008. I have not driven the car in over a month but it is VERY fast.

Maybe in the spring if I don't run out of money I'll get a few passes in the quarter.

-- Joe

 

Steal be the whistle from U.P. 3975!!!!!
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**me

 

I changed up my combo Im runing a 70GTQBB turbo with a CAS V2 frontmout 84# injectors Dual alky and a small shot of N0S to help spool the turbo

 

heres my remote front mount setup.

 

Whats a remote front mount?

 

No where near done but getting closer

https://www.thirdgen.org/forums/powe...0-buildup.html

 

I own a 94 camaro with a turboed 3.4 liter v6 I know it's a 4th gen but I figuired there's some 2.8,3.1 and 3.4's on here I could share some info with. Here's some pics of my power adder. The middle pic is my old setup the other two are what's on the car now.

 

not my camaro but a similar setup in my s10. the camaro is getting the nos motor for now then going with one of these.

 

Thanks to members ibmtech, Pat Hall, Batass, Damon and others for your advice and assistance!

Vortech V-3:

 

nice!

 

 

do you put a supercharger in everything you buy lol

 

Old picture of smaller turbos

 

Here it is, just a little more work to do to finish it.

 

Twin Turbo 350 / 600hp
Dual path custom manifolds, dual scroll turbos=Instant Boost

 

 

Holy cow..

-- Joe

 

Also not even close to done

 

the sleeper



the old 871 huffer

 

Some nice setups here! Awesome