anyone out there running this kind of set up? if so have you got it to hook with out tubing the car? im about to put my new engin in the car . im going to do mu bet to set the car up so that i dont have to cut up the back end. ill be running around 8 lbs of boost on the street and around 12 at the track . street slicks on the street and drag slicks at the track.
496 with 871 blower
chevelleracer
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no its not. BUT!!!! i may be putting my 402 back in for a little.
These guys are right, you will never get a dead hook on the street without tubbing your ride. I've found that a large Drag Radial is a nice compromise for street traction. They are safer than regular radial tires and handle a whole lot better than a M/T DOT slick. You're going to have a handful of fun when finished.
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59 Posts
I KNOW IT WONT HOOK ON THE STREET 
. i know im going to have a hell of a time getting it to hook at the track. as for fuel . i have yet to settle on a pump for the car but the tank is sumped and ill be runing 1/2 inch line.as for carbs. i havent decided yet eather. most likely 2 750hp's or 950hp's . i dont like demons. ill be running pump gas with areound 7-8lbs of boost and when i change the pullys to run 12+ lbs ill be running race gas.lucky for me tires are better now then 10 years ago let alone 20
. i know im going to have a hell of a time getting it to hook at the track. as for fuel . i have yet to settle on a pump for the car but the tank is sumped and ill be runing 1/2 inch line.as for carbs. i havent decided yet eather. most likely 2 750hp's or 950hp's . i dont like demons. ill be running pump gas with areound 7-8lbs of boost and when i change the pullys to run 12+ lbs ill be running race gas.lucky for me tires are better now then 10 years ago let alone 20
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59 Posts
wes have you run your car at the track yet?what kind of front springs and shocks are you running.
No track time yet so I can't give you any ideas on what ET's you could expect. Staying right at 500ci, I'd suggest two Holley HP 750's, which will also have manifold referenced power valves. BDS recommends using more carburator CFM (950cfm) with 540ci and up.
Since you are in the market for a fuel pump, I'd suggest an Aeromotive A1000 unit. I've had zero issues with mine after nearly 2 years of hard street use. One other suggestion I can offer is to NOT use too small of a fuel filter in your plumbing system. The fuel demand of a blower motor will find your plumbing system 'bottleneck' or weak spot in a hurry. Hope this helps some.
Since you are in the market for a fuel pump, I'd suggest an Aeromotive A1000 unit. I've had zero issues with mine after nearly 2 years of hard street use. One other suggestion I can offer is to NOT use too small of a fuel filter in your plumbing system. The fuel demand of a blower motor will find your plumbing system 'bottleneck' or weak spot in a hurry. Hope this helps some.
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59 Posts
thanks. what blower is on your car? with or with out teflon strip?
It's a BDS 8-71, stage 1, street blower without Teflon strips on the rotors. I recall asking about the Teflon strips and I'm going by memory here, but I think once you start pushing more than 15lbs of boost thru the blower, then you need to consider using the Teflon strips on the rotors. Otherwise, it's overkill and not needed for most street applications.
Forgot the other part of your earlier question...I'm using factory BB springs with 1/2 of a full coil removed from both, and the shocks are KYB units.
Forgot the other part of your earlier question...I'm using factory BB springs with 1/2 of a full coil removed from both, and the shocks are KYB units.
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59 Posts
thanks. are you running pwer stearing ? if so what brakets are you useing
Colby's setup as per his site
Peak Horsepower 791 @ 6,000 rpm's
Peak Torque 780 ftlbs. @ 4,600 rpm's
Dyno Run Conditions: 93 octane pump gas with 6.5lbs of boost
Power Plant:
* Owens Racing built 502ci Gen VI Blown Big Block
* Polished BDS 8-71 Blower, 8mm pulleys, 4.5lbs of 'pump friendly' boost, underdriven
* 8.6 - 1 compression
* GM Performance Parts forged rotating assembly
* GM Performance Parts 290cc aluminum heads
* 2.25" intake valves and 1.88" exhaust valves
* Lunati Hydraulic Roller Camshaft
* 245 intake - 250 exhaust duration @ .050 lift
* .648 intake .648 exhaust lift
* LSA of 114 degrees
Fuel Delivery:
* Twin Holley 750HP blower carburators, 76 primary and 87 secondary jets
* 10.5" high-flow power valves
* Aeromotive 100 micron billet fuel filter
* Aeromotive A1000 fuel pump
* RCI trunk mounted pro-street fuel cell
* #8 braided fuel lines
* System1 Pro-street billet fuel filter
* Aeromotive A1000 pressure regulator
Transmission and Driveline:
* Mike Kurtz custom built 200R4 GN overdrive transmisson
* Circle D 10" 2,800 RPM converter
* Custom balanced, steel driveshaft
* 1330 Spicer u-joints
* Lakewood driveshaft safety loop
Rear-end Configuration:
* 12-bolt posi prepared by Tom's Differentials
* 4.10 gear
* 33 spline axles
* Eaton 'Stage 5' modified carrier
* aluminum rear-end support cover
Exhaust:
* 2" x 3.5" coated Hooker SuperComp hedders
* 3.5" Torque Tech exhaust system
* DynoMax 5" bullet mufflers
Brakes:
* Wilwood Dynalite front disk brakes
* Rear drum brakes with Praise Dyno shoes
* '67 Corvette manual disc/disc master cylinder
Cooling:
* Griffin two row aluminum radiator
* G.M. HighFlo aluminum water pump
* Twin 13" BeCool electric fans
* Zoops billet brackets and v-belt pulleys
Ignition:
* MSD Digital 6+ firebox
* MSD 6,400 rpm rev limiter
* MSD billet distributor
* MSD Blaster HVC coil
* East Coast Electronics 1-wire 110amp alternator
* Taylor 409 Spiral Core 10.4 mm wires
Wheels, Tires and Suspension
* Front Wheels: 15X7 Monocoque RT billet wheels, 4.5" backspacing
* Front Tires: 225-60-15 B.F.Goodrich Radial TA
* Rear Wheels: 15X10 Monocoque RT billet wheels, 5.75" backspacing
* Rear Tires: 325-50-15 B.F.Goodrich Drag Radial
* Polygraphite bushings throughout suspension and at body mounts
* Front 1.25" sway bar
* Rear 1.00" sway bar
* SSM rear lower control arms
* KYB shocks on all four corners
* Stock front and rear coil springs
Peak Horsepower 791 @ 6,000 rpm's
Peak Torque 780 ftlbs. @ 4,600 rpm's
Dyno Run Conditions: 93 octane pump gas with 6.5lbs of boost
Power Plant:
* Owens Racing built 502ci Gen VI Blown Big Block
* Polished BDS 8-71 Blower, 8mm pulleys, 4.5lbs of 'pump friendly' boost, underdriven
* 8.6 - 1 compression
* GM Performance Parts forged rotating assembly
* GM Performance Parts 290cc aluminum heads
* 2.25" intake valves and 1.88" exhaust valves
* Lunati Hydraulic Roller Camshaft
* 245 intake - 250 exhaust duration @ .050 lift
* .648 intake .648 exhaust lift
* LSA of 114 degrees
Fuel Delivery:
* Twin Holley 750HP blower carburators, 76 primary and 87 secondary jets
* 10.5" high-flow power valves
* Aeromotive 100 micron billet fuel filter
* Aeromotive A1000 fuel pump
* RCI trunk mounted pro-street fuel cell
* #8 braided fuel lines
* System1 Pro-street billet fuel filter
* Aeromotive A1000 pressure regulator
Transmission and Driveline:
* Mike Kurtz custom built 200R4 GN overdrive transmisson
* Circle D 10" 2,800 RPM converter
* Custom balanced, steel driveshaft
* 1330 Spicer u-joints
* Lakewood driveshaft safety loop
Rear-end Configuration:
* 12-bolt posi prepared by Tom's Differentials
* 4.10 gear
* 33 spline axles
* Eaton 'Stage 5' modified carrier
* aluminum rear-end support cover
Exhaust:
* 2" x 3.5" coated Hooker SuperComp hedders
* 3.5" Torque Tech exhaust system
* DynoMax 5" bullet mufflers
Brakes:
* Wilwood Dynalite front disk brakes
* Rear drum brakes with Praise Dyno shoes
* '67 Corvette manual disc/disc master cylinder
Cooling:
* Griffin two row aluminum radiator
* G.M. HighFlo aluminum water pump
* Twin 13" BeCool electric fans
* Zoops billet brackets and v-belt pulleys
Ignition:
* MSD Digital 6+ firebox
* MSD 6,400 rpm rev limiter
* MSD billet distributor
* MSD Blaster HVC coil
* East Coast Electronics 1-wire 110amp alternator
* Taylor 409 Spiral Core 10.4 mm wires
Wheels, Tires and Suspension
* Front Wheels: 15X7 Monocoque RT billet wheels, 4.5" backspacing
* Front Tires: 225-60-15 B.F.Goodrich Radial TA
* Rear Wheels: 15X10 Monocoque RT billet wheels, 5.75" backspacing
* Rear Tires: 325-50-15 B.F.Goodrich Drag Radial
* Polygraphite bushings throughout suspension and at body mounts
* Front 1.25" sway bar
* Rear 1.00" sway bar
* SSM rear lower control arms
* KYB shocks on all four corners
* Stock front and rear coil springs
Chevelleracer, the power steering kit I used is a remote resorvoir style manufactured by Zoops. It's worked very well with no issues to speak of. I'm not sure if my website has a pic of that set-up though.
Hey Jeff, the manifold referenced PV's are getting their signal from two of the vacuum ports on the lower rear of the blower intake manifold. From there, I run two very small vacuum hoses up to each of the male vacuum ports for each carb.
The vacuum port often seen on fuel pressure regulators (I've got mine capped off at the regulator) are designed to work with blow-through style superchargers, like a Paxton. I thought the same thing when I first read the instructions that came with the regulator until Craig over at BDS cleared it up for me.
When you get a chance Jeff, let me know more details on the '70 you are building up...email me when you can. Are you putting an 8-71 on top of the 540?
![Image]()
Hey Jeff, the manifold referenced PV's are getting their signal from two of the vacuum ports on the lower rear of the blower intake manifold. From there, I run two very small vacuum hoses up to each of the male vacuum ports for each carb.
The vacuum port often seen on fuel pressure regulators (I've got mine capped off at the regulator) are designed to work with blow-through style superchargers, like a Paxton. I thought the same thing when I first read the instructions that came with the regulator until Craig over at BDS cleared it up for me.
When you get a chance Jeff, let me know more details on the '70 you are building up...email me when you can. Are you putting an 8-71 on top of the 540?
chevelleracer, here's some more data from my motor combo.
I'm running 90/10's in front with big block springs.
My motor is extremely close to Wes' motor in terms of build, he's got 30 more cubes (I'm right around 470ci), but as far as the rest of the motor goes, it's very similar. I run a 6-71, 7psi (teflon'd for longevity), 8.75:1, and Holley 750's that were built for this motor by the Carb Shop. Differences between my setup and Wes' are that I'm running a Vertex magneto, a little longer duration cam (270/280 @ 0.050, 114LSA) but about the same lift. Drive-train wise I'm running a T400 and a 4500 stall converter, 9" Ford, 4.56's. The car is backhalved. I haven't had it to the strip with this motor combo, but the old combo did 10's with traction problems. This motor is significantly more bawlsy and I expect it should do very, very low 10's in it's current state and 9.90 with traction. If I can ever get it to the track with some good tires then we can really see
![Image]()
We're all waiting for Jeff (ACE841) to get his blown 540 on the road, that should be quite the monster.
![Image]()
I'm running 90/10's in front with big block springs.
My motor is extremely close to Wes' motor in terms of build, he's got 30 more cubes (I'm right around 470ci), but as far as the rest of the motor goes, it's very similar. I run a 6-71, 7psi (teflon'd for longevity), 8.75:1, and Holley 750's that were built for this motor by the Carb Shop. Differences between my setup and Wes' are that I'm running a Vertex magneto, a little longer duration cam (270/280 @ 0.050, 114LSA) but about the same lift. Drive-train wise I'm running a T400 and a 4500 stall converter, 9" Ford, 4.56's. The car is backhalved. I haven't had it to the strip with this motor combo, but the old combo did 10's with traction problems. This motor is significantly more bawlsy and I expect it should do very, very low 10's in it's current state and 9.90 with traction. If I can ever get it to the track with some good tires then we can really see
We're all waiting for Jeff (ACE841) to get his blown 540 on the road, that should be quite the monster.
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59 Posts
i should have my engine back next week. ill post the complet set up then. i cant remember tall the cam specs. off the top of my head the engine biulder has all my paper work. i normaly assamble my own engines but since this is my first blower engine i figered i pay someone that biulds them for a living. but im running a 1990 ss454 4bolt block . steel crank h-beam rods jw blower pistons. solid roller cam moroso kick out pan with trap door and windage screen. moroso oil pump.bowtie alum sqare port heads that have alot of work done to them.stud girdles. main studs head studs. pro magnum roller rockers.comp cam rooler lifters.milodon gear drive. 8-71 teflon striped blower from the blower shop. 36 tooth top and bottom for 1:1 .the block is half filled to the freeze plugs. 0 gap rings
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