I guess it depends on whether Ben still wants to run E85. I think it would be a lot easier to run a mix of race fuel and pump gas.

Well, I knew they we talking about E85, when I found this I thought they may like to read it. :thumbs_up:

Keep the article for reference. I still haven't decided whether to start with an E85 setup or not. It might make more sense to start with a gas setup since it is well understand, shake out other bugs, run the car for a while, see what kindo f power and performance it makes, then do the E85 conversion as a dedicated project and compare results.

Ok, that sounds fine.:bigthumbsup:

Brute Force
 

Chevy High Performance Mag

Janury 2009

They do "the Hottest Supercharged Combos inside".


Should I save this one too?

you betcha. More info is more info.

CARCRAFT Mag

November 2008

"Make 625 hp with supercharger and E85".


Want that too?

CAR CRAFT

JULY 2008

302 build up NA 479hp with 185 cc AFR heads. Some good points in there.


Want it?

Just stack em' up. I'll pick them up from you Feb 21 at the latest.

Dyer's Blowers


7665 W. 63rd St.


Summit, IL. 60501


708-496-8100

Just given these guys from a friend. Maybe you already talked to them?

I talked to them. No go.

LB Swap Meet
 

Went to the swap meet with Ron this morning. Unfortunately, they didn't have any parts for the blower.

We did pick up a brand new Holley 4160-3310c with Quick Fuel Metering plates for a bit less than a brand new 4160. Yes it has the vacuum secondaries. It has jets in the secondary plate. The primary plate has idle adjust but not the secondary. I think it'll work for what we're doing.

Here's some pics:




We also pulled the cam. It's a Lunati 51014.

So our setup is very similar to Ron's Cobra, except we have rather bigger heads and we're roots instead of centrifugal, but he's put down 430WHP with a slipping belt. We can expect at least this, maybe a bit more in a 2,600lbs car. Yeah haw.

So Joe, unless you have some other plan, I'd like to pick up the whole blower and ship it off to PSE for evaluation. They can also check the rotors, etc. Then we'll know where we really stand. I also need to get the pan so I can take it to Ron.

Not a problem, but I don't understand what good it will do you if they can't even tell you whether they can replace the broken parts yet. Shipping won't be cheap. They blower is kinda heavy. I'd think you would want to know if they can get or make the broken parts before paying for the shipping.

And the truth is, if we can get the parts, I would have Littlefield Blowers refurbish it. They did it for me the last time and did a bang-up job. They're also local, so no shipping. They can't, however, get the parts for this blower. That's why I doubt PSE can get them.

I have industrial shipping rate privileges (much cheaper). PSE said they have a large inventory of parts and some are interchangeable, as well as being able to do some fabrication repair. Bottom line, Ed said he wouldn't be able to know for sure if they can get it back up and running until he sees it. If you're positive the rotors aren't bent or anything like that, and it's just the bearing plate and snout, I'll take it to my uncle's machine shop and see about macining new pieces. Basically, I'd like to take possession of the blower and get'r done one way or another.

I'll get the blower over to my shop this week. I'll call you when I have it there. I need to find a container to put it in so I don't get gear oil all over the place.

I'm pretty sure the rotors are OK. The gears need a little work and the shaft looks like it's OK, but that is just a visual inspection. Again, I would recommend finding the parts first. The price quoted by PSE seemed steep to me. I had that blower rebuilt with new bearings and seals for $350 a couple of years ago. This is the place that did it for me.

http://www.littlefieldblowers.com/

OK, with "TWO" metering blocks it is a "4150" with Vac secondaries. :p

So they started with a 4160 and changed it to a 4150???. Now, I have done that MANY times. So no problems with that.

Actually this one is a 4160 model 3310 that originally had a metering block in the primary and a metering plate in the secondary. The owner upgraded it to dual Quick Fuel metering blocks. We checked the jets and they are 66 in the primary and 76 in the secondary. We were looking for a 4150 DP but couldn't find one. Then we came accross this vacuum secondary one and it was a good price. It should work great with this engine in either configuration we run, N/A or blown.

Interesting choose.

Ben, here are the torque specs for the engine.

Main cap bolts 60-70 ft.-lbs.
Outer main cap bolts, 35-40 ft.-lbs.
Connecting rod bolts 19-24 ft.-lbs. (40-45 ft.-lbs. for 289 HP Boss 302)
Cylinder head bolts 65-72 ft.-lbs.
Rocker arms 17-23 ft.-lbs.
Intake manifold bolts 23-25 ft.-lbs.
Oil pump bolt 23-28 ft.-lbs.
Cam bolts 40-45 ft.-lbs.
Cam thrust plate bolts 8-10 ft.-lbs.
Harmonic damper bolts 70-90 ft.-lbs.
Flywheel/flexplate bolts 75-85 ft.-lbs.
Pressure plate bolts 35 ft.-lbs.
Front cover bolts 12-15 ft.-lbs.

You don't like it? I use to have a 3310 on the Chevelle back when I had the 396 in it. They are easy to tune (great for Ben to learn with) and mine worked great. The only reason I replaced it was because one of my dads (he owned a repair shop) employees was supposedly a Holley rebuild expert and rebuilt my carb for me back when I was 20. After he did the secondaries no longer opened. That's when I bought my 850 DP.

Well, it's not I don't like the 3310s. I've used them many times. It's just.............well, a cheapo carb that Holley sells as general replacement. Hopefully it will work well. :)


What's the "-" number? 3310-?

Well, the whole project is cheap and dirty - just like Jerry's mom :thumbs_up:

I thought Jerry-from his posts- was latino. The look on his face.............:laugh::laugh:

It's this carb with the Quick Fuel bits added, which, as I understand it, makes it quite different than the base carb.

Look on the front of the air horn, there will be 3310- give me the number or letter after the "-" or space.:drink:

Air horn?

3310C. I'm 99.9% sure it's the one I linked in the post above.

Air horn = choke butterfly housing.:drink:

Look on the front of the section I circled in orange where the arrow is pointing.

3310-11
2246

My first 3310 was 3310-1. So this one is fairly recent. As long as the main body is OK then it should work OK. I would of prefered Mech secondaries. I can even remember when Vac secondaries was all a person had to work with. :judge:

Any sort of schedule as to when the engine will be dropped in? At least the short block?

I have a colleague at work who actually had a V8 RX7. (Found out after our project.) He has and is giving us the cross member and trans mount for a SBC and TKO so we can check it out. Hopefully within this week we can begin test fitting.

We also need the oil pan from Joe.

I'll have the oil pan and blower at my shop tomorrow. If needed, I can run them over to Ben's during the day sometime.

Torco vs. Race Gas Mix
 

Just an FYI.

I buy Torco Mach Fuel Accelerator in bulk. It's not an octane booster like others at all, but what Torco calls "Race fuel Concentrate". I know relatively small amounts of it (less than a quart to a full tank or more) work like a charm in my Vette. Anyway, just talked to their tech guy to get a little better idea of mixing ratio for 91. One quart to 10gal 91 equals about 102 octane. It ain't cheap when you buy it a quart at a time, but I have a 5 gal pale so it comes out to about $12.50 a quart; much cheaper than 50/50.

Anyway, we can figure tuning for 100 no problem.

I can pick them up from you late in the afternoon if that works.

Here's something interesting. I pulled a 3310 Holley out of stock. This is a BRAND NEW one and it's stamped 3310-10. :p

The guy told us that he had just bought it. I took a look at the p/n on Phil's Holley the other day when we were working on his Jimmy. It too has 3310-10 and is about 8 or 9 months old that was purchased from Summit Racing.