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Forced Induction This section for the traditional Pontiac V8

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Old 02-03-08, 06:48PM   #31
Bruce Wilkie
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Good article. I dont think removing the PV backfire protection ball as needed or wise. At any vaccum below the rated opening the PV is open and will remain open till vacuum below the throttle plate closes it. PVs do not like pressure(thats why backfires blow them out). In a blow thru you will not see vacuum under the throttle plates under any boost condition. It would take a vacuum condition to close the power valve to the cruise mode(lean). Draw through setups will need to have the power valves boost referenced to blower manifold pressure(after the supercharger). I have detailed instructions for that mod. If interested I can scan and email.
My email is bw68pfc@aol.com
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Old 02-06-08, 02:21PM   #32
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great thanks for the info.

Feel free to post that info for the blower guys on here.

I am sure it will be greatly appreciated.

Or you can email it to me and I will post it here.

Cstockbird@aol.com
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Old 02-12-08, 03:53PM   #33
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My girlfriend just bought me the Jeff Hartman/ Motorbooks workshop "Turbocharging Performance Handbook"

I am about 100 pages into it! Very good book and tons of information...Although I wish they wouldnt have wasted so much time telling me about superchargers and other forms of boost when the book says right on "turbocharging"....But I guess there are clueless folks who need something to compare...

I also read where the Oldsmobile Jetfire was the first turbo GM car by 1 Month... Lately on the car radio show on AM radio there was a trivia question about the first gm turbo car and they said the answer was the Corvair....LOL...Boy could I pee in their wheaties!
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Old 02-13-08, 06:20PM   #34
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I would I can't stand those suedo car guys that have talk shows and they don't know crap.

Its all who you know not what you know in that business.
They probably have 10 people looking up answers on laptops as they go
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Old 02-14-08, 03:34PM   #35
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I just recieved that book on turbocharging and I thought it was excellent.



Turbocharging Performance Handbook



There are a few people here that are getting into Turbos or wanting to.

I thought this explained the functioning a lot better than most of the others.

The book has a good math explanation on figuring out all the numbers for Turbos/intercoolers also.

(I can hear new calculators coming to my site )



Tom V, have you heard of Bob Norwood?

They have a lot of pics and stuff on some of his stuff.

Looked awesome.
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Old 02-14-08, 06:41PM   #36
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JohnTA1 did you get anywhere with your turbo project yet?

It sounded very interesting.
Check out the thread on flanges I got pricing on the stainless today. its a bit better than the old pricing.
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Old 03-10-08, 08:34AM   #37
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Quote:
Originally Posted by Bruce Wilkie View Post
Good article. I dont think removing the PV backfire protection ball as needed or wise. At any vaccum below the rated opening the PV is open and will remain open till vacuum below the throttle plate closes it. PVs do not like pressure(thats why backfires blow them out). In a blow thru you will not see vacuum under the throttle plates under any boost condition. It would take a vacuum condition to close the power valve to the cruise mode(lean). Draw through setups will need to have the power valves boost referenced to blower manifold pressure(after the supercharger). I have detailed instructions for that mod. If interested I can scan and email.
My email is bw68pfc@aol.com

Pressure differential can equate to vacuum and you can have vacuum in the manifold on a boosted motor.

We use a version of the Hanger 18 mods with NO issues.
It is the best mod for the DIY guy.
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Old 03-10-08, 03:19PM   #38
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Robert I agree,

quote:"Pressure differential can equate to vacuum and you can have vacuum in the manifold on a boosted motor."

my statement "At any vaccum below the rated opening the PV is open and will remain open till vacuum below the throttle plate closes it."


If you have that much DIFFERENTIAL you dont need a power valve. In fact, at that point you have the wrong size carb. (though you "could" remove the check ball at that point) I saw about 3" differential on a BBC on a 2000 hp setup blowing thru a 950. (if I find the video link I'll post it) They upgraded to a prepped Dominator and made cosiderably more power.

A little bit of homework doing the math you should be able to determine ahead of time that once you reach a certain pounds per minute airflow, their WILL be a differential through the carb to the point it could close your power valve. That restriction will also restrict HP potential accordingly.
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Old 03-11-08, 09:30AM   #39
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You right there, between 3-5 a carb change is needed.
At least it takes alot to get to that point. While you
efi guy may have sent $1000's on injectors. lol
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Old 08-23-09, 02:36AM   #40
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For what it's worth....on my 2802 summit cam and 389

drilling out the PVCR's to 5/64 game me WAY too much fuel
At every transition point, I was too rich and it'd bog/cut out

Went back to a stock PVCR and it runs decent
Runs best with the power valve completely blocked
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Old 08-23-09, 01:05PM   #41
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need more info like that, thanks for posting I am sure it will help guys with thier PVCR's sneak up on their tune
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Old 08-23-09, 05:32PM   #42
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Quote:
Originally Posted by baron_ View Post
For what it's worth....on my 2802 summit cam and 389

drilling out the PVCR's to 5/64 game me WAY too much fuel
At every transition point, I was too rich and it'd bog/cut out

Went back to a stock PVCR and it runs decent
Runs best with the power valve completely blocked
Thanks for the update! Glad I have not modded my carb yet.
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Old 09-01-09, 02:20AM   #43
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I should note that the only way i could get mine 'right' was with vent tube extensions


But I have a manual transmission
At every transition point (downshift, etc), i'd get it too rich otherwise


At this point, my carb is bone-stock with two corner idle screws... (other than 3/8 flared vent tube extensions and nitro floats)

It's running great like that
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Old 09-01-09, 02:28AM   #44
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how long are your vent tube extensions and are they straight up or angled into the bonnet/hat
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Old 09-01-09, 02:33AM   #45
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90 degree bend into the CSU hat, in the middle of the stream
They end at the beginning of the hat


I tried cutting them down, changing angles - everything in the world

In the end, it looks like bigger is better. I guess I have better reference to it

The bigger I make it, the more fuel I'm getting and the higher boost I can go

I had 3/16 brake line epoxied into the end of the 3/8 line to cut it down, earlier
I was going lean at 8 lbs
Then went to 5/16" brake line....could go to 12 lbs

Then went to straight 3/8....few more pound

Now, with flared 3/8, I'm at 18 lbs and quite fine (12.3), with 68/69 jets (no power valves

I'm even thinking about 7/16 or something, later
18 lbs is fine enough with me, for now (gonna jump to 68/71 jets and hope it gets just a tad fatter)
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