I finished my blower install...check it out!

[ByronRACE]

http://www.racesystems.com/cobra for all project pics.

Lots of bracketry pictures in the blowermount series.

The design requires use of a 96 - 03 Mustang GT 130A alternator and a remote electric water pump. No provision for power steering; I don't need it.

It adapts any Vortech reverse rotation blower that shares the bolt pattern with the V7 series (V1, V2, etc...) This particular supercharger is a V7-JT that moves about 1600-1700CFM.

200ft-lbs of torque applied to top plate resulted in .018" movement. Stout!

I'm really pleased how it has turned out. Damn the torpedoes; prepare for ludicrous speed!

B

[ByronRACE]

102 views and not a single post? Is the first adaptation of a reverse rotation V7 Vortech onto a 385 series Ford too far over the top for you guys? I realize my ludicrous creation is out there, but come on...I expected at least one "holy cow, you're nuts!" out of 102 views. LOL

B

[MidOHasp]

holy cow, you're nuts!

103 views.

[Mike Simard]

On a 385 series no less, they shoud carry you away!

[Mr.Fixit]

No power brakes either I take it.

[VitaminC]

Maybe it is because they have already seen this. It is a 510-cid aluminum FE with a V4 XX-trim (moves 1850-1950 cfm).





Chris Weisberg
Carroll Shelby Enterprises
(310) 538-2914

[MidOHasp]

oh my!

oh......my!

[ByronRACE]

Haha, so I guess theres only 3 guys on these forums with post privledges? Either that or the rest are sick of you three (and the associated unconstructive mean-spirited sarcasm) so no longer post?

That aside, I'll assume that last post was genuinely interested in an answer.

Brakes are 4-piston Brembo (Viper) on all 4 corners with 13" vette rotors and valved / balanced with dual masters. They are designed to provide the same line pressure and clamping force at the same pedal effort as a Viper, and have been tested and calibrated using a pedal force gauge and line pressure gauge.

You don't need "power" brakes if you proportion the hydraulics and pedal geometry correctly; it's possible to achieve the same line pressures without all that extra stuff. And, if you've ever driven a properly configured manual brake setup the pedal feel is altogether different...I prefer it; it's more direct. You'll find dual-master manual setups in many race cars (even modern ones) for this reason.

And, before you start your next round of criticism, I know it's grossly over-braked in the rear. I've addressed that with appropriate master cylinder sizing, balance bar, pad compound, etc. The main motivation of going this large in the rear (aside from the obvious asthetics) was the mere fact that I can rotate rotors and calipers at will and have a single type of caliper and rotor to deal with.

Using the vette rotors, I have 13" rotor replacement options at about $50/rotor new (go price comparable replacement BAER or Wildwood rotors...). Using the chevy bolt pattern gives me a much larger wheel selection.

So, I may be nuts, but I'm not entirely nuts...o ye of little faith!

Byron Reynolds
RACE Systems

[trularin]

Impressive... to the least.

Yes, this is good -- put one of these in a 2100 pound car.. Sure.

Just a thought.

[djseed]

I think you will be able to do burnouts at will. What main caps did you use on the mains?

[VitaminC]

Byron,

I'm sure the lurkers are impressed. I know you've been working on it a long time and I tip my hat to you for being persistent. Keep posting with new progress!


Chris Weisberg
Carroll Shelby Enterprises
(310) 538-2914

[ByronRACE]

Correct me if I'm wrong, but I believe I stated V7 blower and 385 series engine. You've seen that before? Where?

Nice FE setup though! Have you run that combo at the stated CFM rating? I'd love to see a dyno sheet for that engine; it looks really good.

What car does that go in? It looks too tall for a cobra kit car with a stock hood; and too wide in front as well. Do you have any pictures of it installed?

Nice looking!

[Mr.Fixit]

You seem a bit touchy dude, lighten up. I haven't heard any criticism on this thread.

I am very familair with non-assisted brake systems. I was curious what you were using as most of the West Coast (and Stallions) I ahev seen were running power brakes, some even used hydroboost type assist. Viper brakes seem like a good match, they are a heavy vehicle too. What's the estimated curb weight of that West Coast?

[MidOHasp]

Byron,

associated unconstructive mean-spirited sarcasm?

ME?????

No way....

FYI, I'm sure from the 514/408 thread you think I'm a genuine prick, but I just spent the last hour risking termination from work looking at all of your pictures at the website you listed.

My arguments "over there" certainly weren't meant in any way to *slight* anyone's efforts, and "over here" in this thread, I have go to say that your "ludicrous" project is mighty impressive.

I thought the AFR heads on my 408 looked really impressive. Well, they did. But it's all relative. I could fit my arm in one of those intake ports and I'm not a small person. Just have a small motor.

JP

[ByronRACE]

Something was bugging me about that FE picture...and I just now put my finger on it. Does this engine spin counter-clockwise? If not, at the risk of sounding stupid, I think you have the wrong blower! Does Vortech even make a reverse rotation XX-Trim? They don't list it.

Looking at that FE picture, and considering the direction the engine rotates (clockwise? should be), and the way the gearing inside the Vortech works...and the shape of the volute/discharge of the blower shown...something is wrong here unless this engine spins counter-clockwise or the gearing in an XX-Trim is some 3-gear setup (dunno why they'd do that...).

I'm sure you guys didn't build this thing then discover this...so I'm guessing this is a conceptual mock-up awaiting some new RR XX-Trim? Whatever the answer; (whether I'm being dumb or not); I'd like to know what the story is here. I have several folks interested in bigger blowers adapted to my bracket kit. If there's a RR XX-Trim coming, I'll support it.

Byron Reynolds
RACE Systems

[ByronRACE]

My kit is an early WCC car; identical to the first Jim Kellison Stallions with full manual dual masters, and the OE Mustang-II front suspension (which I hope drives OK, or there's a new project). There's actually a possibility that this is a Kellison. It has no WCC hull ID and I can't locate any markings. All WCCs supposedly have WCC hull ID's. I'm hoping to visit Jim Kellison (lives near Sacramento, I hear) after I get it running to see if he can tell by looking at it. It was purchased from the estate of Charlie Bruno (Charlie's Mustangs), a friend of mine...one of the godfathers of the 5.0 EFI performance world. He passed away a few years ago, and never got around to building this car.

[ByronRACE]

If the main caps question was pertaining to my 385 series; they are Blue Thunder caps (requiring block machine work for the splayed 4-bolt mains) on 2,3,4 and stock caps on 1,5.

This decision was made after seeing 1000+hp monster truck, puller-trucks, and jet boat 385 series engines survive running stock blocks with a cap configuration like this with much longer stroke than I'm running. Apparently, the 1,5 caps are plenty strong as-is. I guess I'll find out...this is the first time I've attempted this kind of power on a 385 series.

They can be purchased thru engine systems. www.enginesystems.com

[HHStang]

Byron, these guys are a little tougher over here than 385. Wow. Mike

[ByronRACE]

So am I wrong...or is the the blower on that FE motor spinning backwards?

[Specialk]

Man, look at you all up on your hind legs!