~79 T/A ATI ProCharger Track Info & Install Pics~

Update 4/05/04:

Got it all installed Friday on Karen's 79 T/A and made the Dude Scoop mount Saturday. It fits all under the hood with about a 1/2" to spare under the flat part of the hood with a Performer intake and Holley carb.
In the pics you will see that I even left the scoop mounted to the intake (now a true shaker) and can still pull the hat and carb bowls to make adjustments. Cool !!!
Trying to make this a daily driver with no noisy fuel pump plus try and pick up at least 1.2 seconds with a P1SC unit. The car looks stock from the outside. Under the hood will be void of boxes and exotic fuel cell system. A real street sleeper.
Everything works great, no fuel surging, no mis-alignment & plenty of component clearance. Fits the same in the car as it did on the stand. Even have a flex fan installed without the use of an electric fan. Runs 160 degrees down the road.
At first I referenced the mechanical Holley Fuel pump to reduce noise, but it wouldn’t keep up after the 1/8th mile. But ran awesome for that first 1/8th mile or so on the street. We ended up switching to a different fuel system.

Still got a lot more to do, but she's been driving it all week to work. And drove it for over 4 weeks everyday till we left for a weekend of Pontiac racing. Just the 3 lbs of boost at 3000 rpm is killer. Karen says so far it seems to be getting better gas mileage then when it was Naturally Aspirated!!!!

Also have the ‘Dude Scoop’ mounted in a way that I don't have to take it off to remove the carb hat or fuel bowls. Plus, I put the Scoop on wing nuts if I have to take it off.
Another added benefit is that with the gauges (Auto Meter 2 5/8") mounted in the larger scoop opening, hot air can escape out each side.

Another Update 5/16/04:

Finally got more testing at 'Pontiacs in the Park' weekend in Virginia.
Tried to get a BR220HR to work, by trying to cheat the return system. Wouldn't work. Ran a new #10 line from the bottom of the tank to the pump, then 1/2" from the pump to the BG return regulator. Then tried to use the original 5/16" line that ran from the canister back to the tank. My bad. To much resistance and wouldn't come down off 18 lbs at idle. Overloaded the carb, surging, etc.

Made some 13.80 with 86 mph and worse passes. Just laid down with black smoke and dying in the upper gears.
So, I tried different stuff for 2 days and finally just installed a spare Holley blue pump with the Moroso 19lb spring. Borrowed a Holley regulator from Bob Cobb of Renegade Racing. Drilled the Holley regulator in the top and installed a tube to reference the pressure. "Worked Great!!!!!!"

First pass the regulator was set at 9 lbs going to 18 lbs on boost to be safe. 12.80 ET, Good, Black smoke on the leave, but didn't lay down. Pulled to 109 mph. Made 6/7lbs of boost at 5000 rpm. Great!!!! Heading in the right direction. Karen's was smiling and loving the mph.
Then I lowered the initial fuel pressure to 7 lbs going to 15 lbs and raise the shift point to 5200 from the 'engine only' passes at 4800, which it liked. Trying to keep this fairly mild combination in the power band.
Next pass 12.33@111. OK, Now we're cooking. Still fat but workable.
Boost was reading 7 lbs.
End of the day rolled around so I couldn't do any more. Spent Friday and Saturday just trying to get a fuel issues worked out.

Sunday's here and really didn't want to make any changes as it was "Bracket time" and Karen was hitting some killer .009 and .016 lights. They gave us two time runs on Sunday morning so we decide to just leave it alone.
First pass of the day............. 12.36 at 11.93
Second pass........................ 12.36 at 11.97
WOW consistent. If she hit her lights and ran those #'s all day. The money was hers.
So, we dialed a 12.36 and let Karen do her thing. It was getting ready to rain and cooled a bit. It was actually hotter there then back home here in Florida. Rain delay for about 20 minutes then go. I should a dialed it down as I saw others breaking out, but not knowing how the Supercharger was going to re-act. I decided to just let Karen do her thing.
The other dude red lighted and she ran it out the back door to see what it would to for next pass. 12.30 FLAT@ 111.95 and still a muggy day. But the temps were dropping. Talked to Jack Gaydosh and he said the air was about 1800/2000 ft above sea level.
Anyway, it's there. Her car would have run in the 13.30 range there on motor. A full second increase with now the basic set up in place.

Ok So here's the package. I KNOW there is 11.90's in her combo which would make it act like a 250 nitrous shot on Spray.
As it ran then with 7 lbs of boost and needing more tuning.... it's like running like a 175 shot of Nitrous!!!! But with No bottle pressure to worry about. No re-fills, no solenoid issues, etc.

Update 6/12/04:
 

Have more info as I have installed a D1SC on my 76 T/A.
Ok, here it goes. Had a 500 cu.in. Plus combo in my T/A with a hyd. roller and 86 cc E-heads. Tried to run the D1SC at the local track and slipped the 8 rib belts trying to make over 10 lbs of boost with 10.5-1 compression. It also lifted the heads. Decided to try my 428 I was going to use in the Funny Car as it was more like what is needed to run a blower and make the power I wanted.
Here’s that combo:
“Dude Select” 400 block with 3 center billet caps.
“Dude” bearing kit to use a large journal crank in a small journal block.
428 factory cast crank, mains cut to fit a 400 block.
Filled to the bottom of the front water pump passage.
Stock length BME aluminum rods.
455 BRC Pistons (4.185 bore) Teflon coated skirts with heat barrier top coating. Put the piston .045 down in the bore.
O-rings heads and block with Butler gaskets.
270 plus duration Nitrous/blower cam on a 114 L.S and .700 plus lift.
#197 455 H.O. with 107cc chambers. Ported to 260/270 cfm.
T & D shaft assembly with 1.65 rockers.
Holley Street Dominator ported intake for hood clearance.
“Dude” Modified 850 Holley for blow thru application.
All the other stuff that goes into building a reliable combo, scraper, windage tray, SD brace, deburred, ARP studs, restrictors, etc.
D1SC unit with Extreme Velocity carb hat.
8mm Cog belt, 8 rib belt set up.
Here’s the rest of the car:
76 T/A; weight 3575lbs.
3.90 gear w/Ford 9”.
New ET Street Tires. 29.5 X 10.5 X 15.
Power glide with a 9.5 converter out of the 500 cu.in. plus Pontiac combo. (it would stall 4500 and flash 5500 in the big motor)
Landrum springs with Cal Tracs and Hal 12 way shocks.
Stock front suspension with Moroso springs and 3 way shocks.
Custom 2 1/8” to 2 1/4” headers into 4” collectors and 4” tailpipes that stop right before the rear end housing.
NHRA certified (cage, safety equipment, etc) for 7.50 and slower.
All this was set up for my Nitrous 8.93 pass for the BFG Radial tire class racing.

Update 07/08/04:

Now for test results:
Showed up for the Norwalk Thursday Track rental with an 8mm cog setup and set the tension at what ATI recommended. Using a Gates HTD power belt. Tried leaving off the Trans brake as I felt I needed more rpm to launch and hold boost with the glide. Wouldn’t go over 3400 rpm, wouldn't come up on the converter. Tried shifting at 6400 first pass. Stripped all the cogs off the belt first pass. Smooth as a babies butt. Ran a 13 something. Found out that they told me I was setting it too loose.
As it was a special order and only one belt to be found before I left I was down to using the 8 rib pulley set up I brought as a Demo unit. I really thought I would be good for the weekend with one belt. I wanted another back up belt but couldn’t get it in time before I left.
Changed all the pulleys and idler pulleys. 4 in all. Half the day gone. Then tried the 8 rib. Wouldn’t leave on the brake as it would only go 3400 rpm and bog on launch. 2.0 to 1.68 60 ft’ers. 2 runs in the mid 12’s with 128 mph. LOL. Disappointed, but not giving up. I know the glide isn’t the ideal tranny for this but is what I use for the radial tire class with nitrous and the converter was out of my Big motor. But still felt if I could leave it would work. You could feel the power there.
Would have cost me $2,000 plus to do up a 400 tranny and converter with everything. Plus had only 3 weeks to get all this done before Norwalk.
Time to relocate for Friday and the Open track then. Replaced the belt as it was starting to show signs of wear. One more pass and decided this wasn’t working. Then decided to try and leave at and idle and see what the converter would flash to. Bingo. 1.44 60 ft’er and 8 lbs of boost dropping to 4 near the end. 10.83@134. Now I’m feeling better, but the belt was slipping at the shift point.
Really cranked down on the tension and next pass. You could have launched the space shuttle off the belt. LOL.
10.68@135. 1.44 60 ft’er again. 11 lbs of boost down to 6 in high gear. What was happening and showing on my VDO recall tach was that the rpms fell to 5200 when shifting at 6400/6600. Made a few more passes and tried a different shift little at a time and replacing belts every third pass. Had top go into Norwalk and order (5) 8 ribs belts at the local parts house. LOL.
Had 2 more times in the mid 10’s.
So now it’s time to do or die. Decide to up the rpms to 7200 and hope the shift would be in the high 5000 range to hold boost. It helps.
Left at an idle the converter flashes to 5000 and had a 1.42 60 ft’er, ran a 9.92@136.92
Ran another 10.07 and a 10.10 on Saturday. Now I happy, other then replacing belts. Boost was in the 14/15 lb range dropping to 6. Danee’ located another 8mm cog belt and had it over-nighted to get there Late Saturday. Installed it and made one time run on Sunday. Was warmer out and everyone was slower by .2 or so. Ran a 10.01@137. But the boost went to 16 lbs and dropped to 6 and the rpms fell to 5600, and then dropped to 4900 as the boost fell and the carb went fat/rich big time, blubbered bad and then slowly picked up. With the belt not slipping, the boost fell with the rpm drop and re-acted totally different then the 8 rib. But you could feel the power difference over the 8 rib set up.
First round of eliminations it was on a Mission from GOD, LOL. 1.42 60 ft’er and 16 lbs of boost, then when I shifted the power just went away. Got back to the pits and the cog was totally smooth. Another HTD belt wasted. Later talking to Brad Spidel (he working with an F-2 ATI unit) that he went thru 3 of the HTD belts before he found out that they won’t hold up. He recommended that I go to the GT-2 Fiberglass/Rubber Gates belt. Oh well, live and learn, just expensive. All in all a productive weekend and learned a lot. Carb and fuel pressure were not an issues. Plugs read great. Fuel pressure was 7.5 lbs at idle and over 20 lbs under high boost.
The pulley set up I’m running needs 6800 to max out the ATI unit at 64,000 rpm, but ran it at 7000 without issues. I feel that with a T-400 and the right converter and 8.5 or 9-1 compression (it should make 20lbs plus then) that this D1SC unit would have run mid to low 9’s.