dustin280zx

Yes for a leak and if it is within "normal" range for your motor. Did you make any adjustments to your carb when on the single plane?

Rear mount.

Thats about 30-35 horse at the flywheel. Have you checked vacuum?

Whats your mph between the performer and vic jr and same track/similar weather conditions? If no adjustments were made to the 750dp from switching intakes check your plugs and you should find the answer. I usually check my tuning with a wideband, but to finalize my tuning I put a new plug in #1 and 8 or 7. I then make a hit and shut the car off immediately and pull the plugs. Check for rich/lean conditions and how fuel distribution. I had a problem with #1 and 2 going a little lean with all other cylinders being spot on hence why I check a front and a back. This should be less of an occurrence in N/A though, but I would still recommend checking a front and back to make sure the carb is performing efficiently.

What are you using for fuel management? Thanks, Dustin

Keep up the good work and more boost!

If you do go with two small turbos with a t3 housing don't forget about back pressure as that can decrease the longevity of your engine. For a track car, I would have to disagree with tony D based on my experience that you should run some type of inter cooling. A cheap a/a or a water/meth setup, not so much for detonation, but to help keep engine temps in optimal range as you know to hot will decrease performance and longevity. Just one less thing to worry about while your at the track. You may want to look into weight added as part of your deciding factor as well.

Supercharger. You will have one less thing to worry about which is under hood temps and it would be better suited for a track car due to the linear power curve. My other reasoning is that the displacement of your 305 and 383 is too great to use the same turbos that would be optimal for your 383. So you would have to buy another set of turbos when you install your 383. Also if you are running a blowthru the transition from a 305 to 383 on a properly set up carb (this means it has dual BRPVS of some sort) is BASICALLY a jet change, cam adjustments and setting idle mixture with a supercharger. With turbos you start from scratch again. If you were drag racing I would go with a twin setup.

Symptoms stated is common sign of bearing failure on these early prochargers (realize darius's post was in 2000 before he had the F1-R). As stated before procharger realized this and redesigned the internals years ago. Most charger failures today are due to operator error such as not changing oil or oil leaking out, improper belt tension (less common due to the automatic tension design), and over revving the charger. But this is caution when buying a used charger, see when the manufacture date was and if it was an earlier one (I think before 2003 or 2004) look to see if it has the updated internals. Should be a marking on the ID plate if ever sent back to ATI. Or just buy a new one from ati with the warranty and not have any worries.

If I am not mistaken I believe that Darius used the camaro/firebird mounting and he is using a F1-R. Thats what it looks like at least. procharger makes a support bracket along with some other companies (RCD Engineering, New Era Racecraft). You can google "sbc crank support" or "procharger crank support" and read some reviews on which one people like best. Check out "http://jakesperformancefabrication.com/" He should be able to hook you up with a crank support. He seems like a real good guy, though I am not a customer, just talked to him about fabrication.

The side mount that I first position is the "stock" sbc location. It will fit but hood clearance is the only issue. From the experienced I have gained with forced induction, Twin turbos would be more simple and I wish that is what I would've done. Yes you have to have two of everything, but two 3 inch downpipes are a heck of alot easier to route than one 5" or 4". You also have two small turbos to place which is easier to place than say a S475 borg warner. If I had it to do again my motor would consist of two Master Power T70's with the .68 A/R. Can pick them up in the U.S. for about 500 each new if you look hard enough and are patient. Excellent response, top end, and 600 rwhp on 93 octane all day long with low boost(between 10-15 depending on motor combination). You can also use the SSautochrome headers so most of the work is done. Edit: I see that you mostly do autocross so a supercharger would probably be a better choice as the power curve is more linear.

A reverse mounted charger like on shown in attached picture would not work in my zx as I have looked into it. I would have to lay the radiator flat like shown in attached picture and again hood clearance would come into play. I think that a gear driven supercharger (attaches directly to crank) would work, but that is more for race only applications. The size of the charger in the pic is an F2. A smaller charger like a D1 may work, but for the added cost of a reverse mount it wouldn't be worth it. The reverse mount and gear driven is mainly used for added support in high horsepower (over 1000 rwhp) applications as a side mount like shown before are known to flex.

There is a company that makes a crank support to take the load off the crank. Procharger also makes a one way pulley for the cog setup which helps with premature failure of the gears in the supercharger. The one way pulley lets the supercharger free spin as the motor will come down in rpms more quickly than the supercharger. As you know with the cog there is no belt slippage so the person that races every weekend or street drives with cog setups experienced internal problems in there prochargers. Most of these problems were recognized by procharger and a solution was provided. When we first had our f1-r with a 12 rib setup (about 6 years ago) we could barely make 13 psi of boost and shredded belts. The tension was set according to procharger instructions. With the cog we instantly made our desired 22 psi with the same diameter pulleys, but had to limit street driving due to the fear of stated problems. Now with new automatic tensioner designs, people are making 20 pounds of boost on an 8 rib and it still provides adequate belt slippage for street driving. Though superchargers are known for stated problems like side load on crank, premature failures, solutions and new designs have been implemented to solve these problems within the last couple years. The only downfall that I see is cost. For example the one-way pulley for on the crank was 500 dollars(price 4 years ago, probably more now). That's on top of the 4,000 dollars or whatever it is now for a 1000rwhp capable supercharger (i.e. not over reving the charger). This is the main reason I went with a turbo or I would have a procharger setup as they are a hell of a lot easier to tune with blowthru applications.

I attached a picture of my brother-in-law's F1-R on his engine. I also attached a picture of my engine so you could see the front of my engine is just about even with the shock tower. The same mount and supercharger in the picture fit in my ZX with a sbc and jtr mounts. I cannot remember if there were hood clearance issues though as it was about 4 years ago and my brother-in-law only mounted to tease me about how easy a supercharger is compared to a turbo setup. Edit: As you probably are aware get dimensions from prochager to make sure everything will fit your engine before you buy anything.

This engine is a 301 cubic inch Pontiac made October 9, 1979. I was able to identify it from the casting number and the oil filter location. The oil filter is located on the side of the block screwing in perpendicular to the block. This is the only block Pontiac made with this oil filter location. It was made to compete with the chevy 305 and other engines of similar cubic inch. Some were equipped with a turbo beginning in 1980 I believe. It is only one of the two "short decks" Pontiac made with the other being a 265. As for worth, you could get a decent price to a Pontiac purist as parts for these engines are hard to come buy due to short production and null aftermarket. Now that you know its a 301 and made late of 79, there is a possibility that this could be a turbo motor which may add some value to someone. I would suggest finding a Pontiac forum like thirdgen.com or something like that and posting a for sale or search there to see what these engines are bringing. This is helpful as a guide with gm identification: www.gmcastings.com I say it is a guide because like any website like that, some information may be inaccurate, but there is usually enough to help narrow down engines.