[440GP69]

Originally Posted by KEN CROCIE

440GP69: U probably talked to Craig @ Pontiac Heaven about turbos, since I've never been there.

Your right! I met Craig, Good Guy!

[JC455]

Ken- Is it just me, or does the first pic in Car Craft show a vac. line hooked to a blowoff valve, and the last pic seems to show a pipe w/o a blowoff valve?

Craig- Do you have access to another T F hat? I ask because Ace from PPR could probably have them made inexpensively. He had mentioned before that he could copy/reproduce the old Fire Am oil pan, etc. This may be a good option.
Also, I was thinking (I know, bad idea)... why couldn't you flip the exhaust manifolds L/R and get the dumps toward the front of the car? Less pipe to deal with, and maybe (???) more room for a turbo (or two ).

[JC455]

Here


and here

[Tom Vaught]

Probably because Ken has been to the dyno many times getting all of the bugs worked out for the customer. The valve you mention is actually a "wastegate" which controls exhaust volume to the turbocharger vs a blow off valve which is normally used to reduce surge on a quick back-out of the throttle on a blow thru system.

Tom Vaught

[Skip Fix]

Man that's a clean shop and dyno room floor!

[Craig Hendrickson]

Originally Posted by JC455

(snip) Craig- Do you have access to another T F hat? I ask because Ace from PPR could probably have them made inexpensively. He had mentioned before that he could copy/reproduce the old Fire Am oil pan, etc. This may be a good option.

Originally, the lack of T-F hat tooling was the show stopper. But later, having seen the experience of Tribal Tubes (repop of H-O Tri-Y headers, not done by me) convinced me that if there was not a market for 25 sets of specialty headers at a few hundred dollars per, then there certainly was not a market for 25 repopped T-F at several thousand dollars per, regardless of how cheap a repopped bonnet would be.

Also, I was thinking (I know, bad idea)... why couldn't you flip the exhaust manifolds L/R and get the dumps toward the front of the car? Less pipe to deal with, and maybe (???) more room for a turbo (or two ).

If you flip the exhausts manifolds, then the outlets dump right on top of the cross member. The T-F configuration works just fine since there is NO turbo lag and almost no surgery required to the chassis. I built a custom twin turbo in a Gen-2 Bird once and it violated the "must fit with all accessories" design rule.

[JC455]

Tom,
Thanks for the clarification. I thought they were the same thing w/ different names. I understand what you mean.

Craig-
On the flipping the manifolds- gotcha. I wasn't sure it they would dump on the xmember or not. On the Tri-Y's- I own a pair. I gave him cash and took my headers. No waiting. Most weren't so fortunate. That was a bad deal for all involved.
Also, does the T F bonnet fit a Holley w/ a choke tower or is it strictly Q-Jet?

[Craig Hendrickson]

Originally Posted by JC455

Craig- (snip) Also, does the T F bonnet fit a Holley w/ a choke tower or is it strictly Q-Jet?

The fuel bowl on the front end of the Holley interferes with with the inlet on the T-F bonnet, so the bonnet is QJet only. It will fit a Chebbie variant with a little work though.

[Junkyard Dog]

Very interesting Quadrajet issues and solutions on page 3.

[KEN CROCIE]

The last version of the bonnet had clearence cast in for the right angle chevy fuel inlet. (Craig: think Ernie Kralick) We needed that for the H-O Camaro 350 kit. To work on a Holley or AFB , a spacer of about 1-1/4" is needed between the carb and bonnet Plus a center stud mounting hole. I plan to do some testing with various aftermaket blow-thru bonnets including the T-F on my next turbo engine ( single 76MM turbo, 462 cid, single blow thru carb, HC-02 w/ Rhoads/BME rods)

[KEN CROCIE]

1st pix has the final waste gate location. Originally (2nd pix) the waste gate(a smaller Turbonetics as originally optionally used with the H-O T-F kits) was on the pass side near the oil filter. The small wastegate was the source of the "whoosh" refered to in the article.It went wide open at the crack of the secondaries and stayed there and the boost just climbed , out of control

[KEN CROCIE]

For those of you who have not heard one, a wastegate sounds like an air nozzle being opened, rather than an exhaust type noise which you might expect.

[62fatcat]

just a question,
would it be better if the o2 sensor was installed after the turbo, like in a down pipe or exhaust pipe?
verry nice setup, i can remember looking at my dad's HO catalog a long time ago and thinking it would be cool to have a turbo car.
i ended up owening a couple of fast 86 & 87 buicks, and the decided to boost my bird.
now i have a procharger and an 8second car, you got to love boost!!!

[KEN CROCIE]

I couldn't do that on the dyno. The O2 would be too close to the atmosphere, possibly giving a false reading.. Tom V might have an answer for a road going application.

[KEN CROCIE]

power curve

Holy Crap-i did it!

[Tom Vaught]

Man, the power is as flat as IOWA. That should be a real driver.

Course the real secret is Kenny's new wastegate. The new much better wastegate is truncating the power all the way across the HP band. If he turned the boost up it would be just as flat BUT at a higher level. More boost, again a higher level of HP.

Really Nice Job Ken C.

as far the othe O2 sensor goes, as long as you are not running excessive exhaust temps you can keep the O2 sensor in the plumbing in front of the turbo. The Turbo will take exhaust heat out of the system and protect the O2 but after the turbo on a single turbo deal will MASK lean cylinders. Better to use 2 O2 bungs and swap the sensor side for side BEFORE the turbo to get real air/fuel readings side for side. JMO

Tom Vaught

[JC455]

Day-um!! That thing ought to move the ol' T/A down the road!!

[JC455]

If you can hook up, that is!!

[70 bird]

Boost on a Pontiac =

[62fatcat]

thanks Tom for the input,
we are doing a single deal in the futer, probably later than sooner.