Edelbrock 1554 Bedienungsanleitung PDF herunterladen (Seite 2)

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BEFORE BEGINNING INSTALLATION (CONTINUED)

If the valves are not properly seating, or the valve lash is not properly adjusted, the increased temperatures created by the increased power output

could accelerate valve seat wear and cause burnt valves. If for any reason your engine has oil pressure that is below the acceptable service limits as

specified in the Factory Service Manual, this problem should be corrected before installing this supercharger kit.

Be sure to verify you have all parts

listed in the “Kit Contents” section before starting your installation.

BOOST AND IGNITION TIMING: You MUST reset your ignition timing BEFORE driving the vehicle. Supercharged engines require the total timing to

be reduced as compared to a stock engine. The general rule of thumb is to retard timing by two degrees (2°) per pound of boost. The E-Force

Supercharger kit is designed to produce approximately 5 lbs. of boost under normal conditions. This would indicate that you retard total timing by 10°.

Doing so however, can cause hard starting problems unless your advance curve is adjusted in order to allow you to run a normal initial timing setting.

Initial timing should be set typically between 10-14° before TDC. Edelbrock recommends the use of a boost dependent timing retard device with the

E-Force Supercharger Kit. This will allow you to run a typical advance curve for optimal performance under all conditions, in or out of boost. We

recommend a timing controller such as the MSD Boost Timing Master (MSD Part #8762).

BOOST PRESSURE READINGS: The E-Force Supercharger Kit is designed and intended to produce approximately 5 lbs. of boost on a street/strip

modified 350 C.I.D. small-block Chevrolet engine. Our 9.5:1 compression ratio test engine featured our Performer RPM Hydraulic-Roller Camshaft and

E-Tec 200 cylinder heads. Stock and more mildly built engines may see higher boost pressures due to being less able to consume the air flow being

provided by the supercharger. As RPMs increase, this effect is more noticeable as pressure builds up in the intake manifold. Higher flowing engines

may see less boost pressure due to their ability to use more of the air being pushed into the engine by the supercharger. It is possible to look for this

effect by reading boost pressure midway through the engine’s operating range (i.e. 3500-4000 rpm), and again at the high end of the operating range

(i.e. 5500-6000 rpm). If boost pressure increases significantly as RPM increases, this is an indication of your engine requiring increased breathing

capacity in order to use the full potential of the E-Force Supercharger Kit. Ported or aftermarket cylinder heads and a more aggressive camshaft would

be recommended. If boost pressure does not increase significantly as you reach the upper end of your operating range, then your engine is breathing

adequately for use with the E-Force Supercharger Kit. If the supercharger is producing significantly less boost than your engine combination warrants,

it may be necessary to tighten the sneeze valve (the large nut mounted on a spring, located at the rear of the supercharger). Use caution when adjusting

this valve, as overtightening it may result in engine damage in the event of a backfire. The factory setting is to tighten the nut until 1-1/2 to 2 threads

are visible at the end of the stud.

AFTER INSTALLATION, BEFORE STARTING THE VEHICLE: We strongly recommend using a colder spark plug in the engine. In our testing, we

used Champion RC9YC spark plugs. You may use any manufacturer’s plugs that match the correct plug configuration and are two to three heat ranges

colder than were used in the naturally aspirated engine. The use of 91 octane fuel (minimum) is required with the use of this E-Force supercharger

kit (in typical engines; high compression ratio/strip applications will require higher octane fuel). The increased cylinder pressures created as a result

of supercharging can lead to detonation (pinging), if lower grade fuel is used. Also, using exhaust headers and a dual exhaust system with free-flowing

mufflers is highly recommended.

IMPORTANT NOTE

CAUTION: THE BOLTS ATTACHING THE SUPERCHARGER TO THE INTAKE MANIFOLD TOP PLATE ARE PRE-INSTALLED AND HAVE HAD A

THREAD LOCKING COMPOUND APPLIED.

DO NOT ATTEMPT TO DISASSEMBLE THE SUPERCHARGER FROM THE TOP PLATE!

REMOVING THESE BOLTS AND REINSTALLING THEM CAN RESULT IN THE BOLTS COMING LOOSE DURING ENGINE OPERATION AND

POTENTIALLY FALLING INTO AN INTAKE PORT, CAUSING SEVERE ENGINE DAMAGE!

SUPERCHARGER TO TOP PLATE BOLTS. DO NOT REMOVE!

Brochure #63-1551

Part #s 1551-1554, 15511-15541, 15611-15641

Rev. 6/4/13 - QT/mc

1 2 3 4 5 6 7 8

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