Rono, sounds like that will light them up pretty good. I have too many options on the engine end. Right now I have 3 or 4 C2AE blocks to choose from, but I also have ECZ and EBD as well. My plan was to get the supercharger setup working on my parts car 292 engine, and then transfer to the build motor of my choice. Having that portable test stand to work on different things with such easy access is really nice.

About the carb. I too only have 4 barrel experience with the Edelbrock (had a 500cfm on a 292, bored to 301, G heads, hi ratio rockers and all) -- it really did well all the way around. Most people could not believe the performance until they took a ride in it. It would light them up in the 2 gear exchange in the original fordomatic I also have experience with Fords 2 barrel offerings for the 50s and 60s, but that is about the extent of my knowledge. For the blower, I was thinking of going with one of the Mighty Demon carbs for blow thru apps like ours. I am surprised that I could not find an off the shelf blower carb from Edelbrock??? I would assume that you could modify it for blower use somehow.

I found an NOS VS57 55/56 passenger car bracketry, pivot arm, and spring pack. Paid a little more, but this part is super nice. I did have a lead on the crank pulley, but have not heard back from the owner in about a week...go figure. Hope he's ok. That's not like him.

For me, it would be a learning experience even to get the whole shooting match together and working - I like a challenge, and really like the "nostalgia" factor of the setup too. I am only 36, but these mid 50s Fords and the Y block is in my blood.

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

Daniel;

I'm also in the process of building a blown Y-Block with a VS-57. John Erb in Carson City is going to modify the internals for me and I think we are planning to shorten it to a SN-60 design. I think John also has the correct mounting bracket and tensioner with the pulley, but I too will need the crank (blower) pulley. Anyway, I was wondeing what you were thinking as far as a carb goes? I know this may sound wierd, but I';m thinking of going with an Edlebrock #1409 which is a 600 CFM marine carb with sealed accelerator pump and coated throttle shafts. I'm not up to the carb stage yet so I have plenty of time to change my mind, but I'm running dual Edelbrock #1404's now on my current motor and they haven't given me any trouble. This will be a completely new motor but a similar C2AE block 0.060 over with one of Mummert's 331 stroker kits.

Rono

  Ron Lane,  Meridian, ID

Roy: Thanks for the information. I just might try the pcv adapter plate under my carb and see what happens. Having a blow thru is a little different from your setup, but it is worth a shot...

Ted: Your test and tune on the blower and carb BEFORE any other modifications will certainly help the cause to keep it simple. I just know that in the past, I have had a tendency to see the PCV system mod as a bonus to nagging drips and/or fumes. Thanks for your input. I did just pick up an industrial Y block the other day. I will have to take some photos for everybody. It has its own "stand" and the rear plate is made to hold the starter against the flywheel without the vehicle style bellhousing. Looks like another portable engine stand in the works for me. Anyway, the rear of the valley pan had an oil fill tube and "stubby" ventilator (looked like a small breather cap) screwed into the original vent hole. I should have it in the garage early next week. It is a C2AE block, but it is stuck.

Here are some photos of the PCV modification to the old 2 barrel. Nothing fancy, but effective...

  

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

Under normal driving and without boost being provided, your blow thru setup should have a manifold vacuum which means you could potentially run a PCV valve plumbed either directly to the intake or to the bottom side of the carb.  But initially I’d think you’d want to tune and run the blow thru blower setup without any kind of PCV valve to make sure the installation of a PCV valve doesn’t throw another tuning nuance into the frey.  A PCV valve in this instance sounds like an extra complication added to the mix but that’s just my ‘keep it simple’ philosophy coming through.

Lorena, Texas (South of Waco)

Been thinking about this since I read your post yesterday. My set up has the carb on top of the blower as opposed to downstream of it. I end up with great vacuum and have hooked up my PCV below the carb, above the supercharger. Right now, I run under vacuum till I nail it and get the rpm up a ways. (I have a gauge monitoring the vac in the intake) My sc is drawing below the throttle plates so it may even help make vacuum. I would guess wherever you connect below the throttle plates would work. But Ford must have had this worked out and I'm probably just overthinking it!   Roy

Life isn't about arriving at the end in a pristine, well preserved body; It's about sliding in sideways, all clapped out, yelling "What a ride!"

maybe I should have put this in the tech section...

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com

For all of you that were at the CVA show, got a good look at my ECZ Y block, and noticed my drip, drip, drip from my crankcase breather downspout, I just had to do something to get rid of the nagging issue. After investigation, the cannister was sealed tight, the oil was leaking out of the inside of the tube, not the outside, and my drain tube was not blocked. The filter and gaskets were brand new and installed correctly. There was some blowby coming out of the tube, but the smoke was very neglible. While planning a PCV alternative, I happened to be skipping around epay some time ago, and found this...

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=230384698345&viewitem=&sspagename=STRK%3AMEWNX%3AIT

The adapter looked top quality, and it certainly was when it arrived at my door. These are definitely machined pieces, and the fit and finish is very nice. Don't be fooled by the "buy it now" price, you can get it much lower. Anyway, the idea was to take one of these risers and add a pcv line from vented valley pan (thanks Mike and Dustin!) to the tapped port just beneath the butterflies. The valley pan I got from the classifieds section was top notch, fit very well, and had the small teapot style adapter with the upturned 1/2" spout. Today, I put it all back together, and I really liked the results. No oil leaks of any kind now, no blow by from anywhere, cleaned up that extra odor that used to come from the downspout, etc.

I have done this setup before with a 4 barrel B manifold and an Edelbrock carb with its vacuum port, but did not really know how this would work with the small, 3 bolt, 2 barrel. The downdraft tube on the side of the engine was blocked off with a flat plate, and the teapot spout was routed to the port on the adapter by way of rubber hose and a pcv valve for a 302 Ford (the Y is the same 292 in the Y block magazine issue just out). One thing that was very noticeable upon the first few minutes of startup was this - that aluminum adapter stayed cool to the touch and had some frost all over it until the motor got nice an warm. You talk about icing!

I have been messing around with this idea for a little while. Some of this was just to satisfy my own interest, and some of it would be for future use...

One of the questions that I do have is this - when I do get my blower setup "pieced together", what would be the best way to hook up any kind of a pcv system. Just sounds odd on the surface to consider running a pcv when the blower is putting so much pressure on the carb - are there any vacuum differences when running a blower setup like the VS57?

Not to ramble too much with my personal blog here, but on a somewhat different note, it seems I have found the VS57 blower crank pulley I was looking for. A fella named Frank Lydell has been back and forth with me this past week with e-mails, phone calls, and a host of photos. That name certainly sounded familiar to me -- has he been on this site or in the Y block magazine?

Still waiting for my new garage to be finished! The poles were set this past weekend.

Jessup

Daniel Jessup

Lancaster, California

aka "The Hot Rod Reverend"
check out the 1955 Ford Fairlane build at www.hotrodreverend.com