Recent content by Bewy

The best vapour lock additive is to get rid of the mech fuel pump & use a Carter elec pump mounted near the tank.

Agree with RRR. More timing on an unloaded engine. Engine is NOT driving the car, just itself. Other thoughts: - there will always be some air trapped in the cooling system of new engines. You have to run the engine, let the engine cool, to push the air out. This may take 2-3 cycles. The engine...

As I said.....keep the p/up wires separate from the coil neg wire & HT leads. If you look at the MSD 6 box [ & others ], the p/up wires exit the box on their own...& at the other end of the box from where the coil wires exit. They did that for a reason..... Similarly, on modules such as HEI &...

George gets it....

Big carb guys: Did you read what the OP said: Chall, 3.23 gears, street driving. There is a guy floating around on the net with a 289 Ford that has a lawn mower carb on it, gets up to 75 mph. Wonder how many cfm THAT carb is, 15, 20?

Using a coil with high pri resistance results in less spark energy, all else being equal. If the module will work with a coil that has 0.6 ohm pri resistance, I would find an E core that has ~0.6 ohm pri. They are more efficient than canister coils. There is a reason GM was able to run 0.080"...

It is a good idea to twist the p/up wires, but not mandatory. Check for p/up air gap, should be 0.008". Make sure there is an air gap for each reluctor tip. Contact between p/up & rel tip results in no spark on that cyl. Keep the p/up wires away from: coil - wire, tach wire, high tension leads...

Well Turk, if you are not reading what I say, & then posting bull ****....that makes you a bullshitter....

I stopped adding additives a long time ago..... I figured the oil companies know how to....make oil.....& if an additive was needed....they would add it.

Turk, Post # 106. If YOU were paying attention, I made no mention of T slot length....or width.

No wonder Holleys run rich. Carter carbs DO run a restriction to the T slot. Carter called it the 'Economizer' [ & patented it ] for obvious reasons. In many TQs I have checked, it varies from 0.046" to about 0.052". Another name for this restriction is the Idle Down Channel. In the Ruggles QJ...

What is in post #34.....I stated back in post #6.

The first thing I would do is get rid of one of the fuel pumps. Mech pumps are not designed to pull fuel through another pump. I would keep the elec pump & bypass the mech pump. There is no reason to have two pumps for the HP level of this engine.

Some ignorance about idle timing on this thread. 25* with a mild cam. The engine in question has well over 200* @ 050 duration on the intake. It has 9.3:1 CR. Consider this engine: 10.75:1 CR. 197* @ 050 intake duration. Note that, all else being equal, a higher CR reduces the amount of idle...

Putting a 360 crank in a 318 block will give you more low end tq. If 318 heads are used, hp peak will be at a correspondingly lower rpm. If more low/mid range tq is all you require, then a good move. You might be able to grind down the mains on the 360 crank, depending on where the oil holes are.