Hello
I am piecing to together a Paxton supercharger for an 85 vette. does anyone have instruction manual for this application or any pics of a Paxton installed on a c4?
thanks

Hey I have an 85 Vette. Keep it original, unless you are going to race it. It will be worth it in the long run.
Zak

Good thought Zak.
They say that the amount of money spent to modify a Vette, degrades the value by that amount. I'm not sure who "they" are, but that's the rumor I have heard.

If you want to Paxtonize it, go for it. it will surely make it funner to drive. I always thought these were under powered.
Just don't hack up anything and keep all the original parts that you remove, so you can put it back to stock.
I have thoughts of adding a turbo to mine. Need to take a close look at everything to see how difficult it will be.

Hello
I am piecing to together a Paxton supercharger for an 85 vette. does anyone have instruction manual for this application or any pics of a Paxton installed on a c4?
thanks

Here you go pics on next thread



ENGINE:
383 Stroker
Eagle Rods
Reprogrammed ECU
4340 Steel Crank
Twisted Wedge Aluminum Heads
1.6 Roller Rockers
Ross Forged Pistons (Low Compression)
Procharger P-600B
FFP Custom Hydraulic Roller Cam
FUEL:
30lb Bosch Injectors

http://i43.photobucket.com/albums/e392/jpccockrell/pic3-1.jpg

http://i43.photobucket.com/albums/e392/jpccockrell/pic4-1.jpg

I see you'r running later heads. What casting? How much did you have to extend the fuel PE in open loop mode?

Looks great man. Almost looks stock from the top.

Post some vids if possible.

Looks great man. Almost looks stock from the top.

Post some vids if possible.

Here you go, This Beauty belongs to my dear friend....he was the one to help me with my red 88 in the prior post.

http://www.digitalcorvettes.com/corvette-videos/data/510/15035prochargeraftermath.mov

I see you'r running later heads. What casting? How much did you have to extend the fuel PE in open loop mode?

Great Question, I'm running a set of AFR Aluminum 202/194 port and polished, AAnd as for the other question let me give some of the other members of this forum a little info on what it is tou are asking,

Closed loop mode means the engine control module (ECM) measures the A/F (air/fuel) ratio and uses this information to maintain the A/F ratio at a certain constant value. This mode uses feedback from an (oxygen) O2 sensor to close the loop. The A/F that the system tries to maintain is 14.7 to 1. The reason is that a 14.7 A/F ratio allows a catalytic converter to reduce exhaust emissions most efficiently. Engines don’t necessarily run the best at 14.7 at all times, but they produce the least emissions with a catalytic converter at this ratio. Also, it just so happens that the standard O2 sensor is most accurate at 14.7 A/F ratio, which gives a good feedback signal.
The bottom line is that the ECM control logic tries to maintain a 14.7 A/F ratio during normal conditions. Normal conditions are a fully warmed engine and other than full throttle. Because of closed loop, engines can run for thousands of miles and the EFI system will compensate as the engine wears to keep fuel delivery consistent.

Open loop mode differs from closed loop in that the O2 sensor is ignored and the engine can be managed to run at A/F ratios other than 14.7, usually richer or lower than 14.7. The ECM controls the fuel injectors without getting any feedback that the calculated fuel delivery rate actually matches what the engine received. Without feedback, the loop is open, hence the term "open loop". A good example of open loop is when the engine is first started on a cold day. It requires a rich mixture to start a cold engine since a lot of the fuel doesn’t reach the combustion chamber. This is because a portion of the gasoline doesn’t vaporize and pools inside the manifold until engine heat vaporizes the fuel. Another reason that engines run in open loop when cold is that O2 sensors don’t work until they reach about 6008 F, so it takes a few minutes in cold weather for them to begin functioning. Open loop is sometimes used at idle conditions since some engines idle better with a rich mixture. In open loop, the ECM commands an A/F ratio that is determined from a table of A/F vs. engine coolant temperature. The open loop A/F is also adjusted to run richer as engine load increases.

I am currently at 12.2 to 1 A/F ratio, My friends in the car posted prior is @11.8 to 1 !!!!!!!!!!!!!!!!A/F ratio.

Sorry, i'm currently @ 7 psi. boost, My friend with the white 88 above in the video is @ 12 psi. boost!!!!!!!!!!!!!!

need more pics of paxton superchager please,,,,,still looking for papaer "how too"...hector

need more pics of paxton superchager please,,,,,still looking for papaer "how too"...hector


What???? I'm Sorry what are you talking about???:confused:

jp vette ,,well thaxs for the great looking pics ,,but do u have any pics to share with me ,,,i'm trying to put my paxton on the my vette soon ,,would like to have any info on this repair job,,,pics say 1000 words as they say,,,so if u have any more please send them to me at hectorrtexas@hotmail.com....thaxs for the reply........

Early TPI's airflow limitations are on the intake side, as opposed to the exhaust.

If you put on a blower, you're gonna' have to open up the whole intake - throttle body, plenum, runners, (I don't know about the heads).

Looks great man. Almost looks stock from the top.

Post some vids if possible.

STOCK???

Hardly! The air intake missing from over the radiater is a glaring void for a TPI!!!

I don't see how BlueBowtie could even tell the heads are swapped.:eek: