100 cfm more with anular and downleg boosters can't beat AFR
Here's a table from early in the calibration saga of the modified carb.
Every big change got a new letter. So E is the 5th big change (as I perceived it) and 3 is the third version within that.
Tables are best for steady conditions. Slamming the throttle open usually causes brief rich or lean spots and these can't be seperated just by looking at the chart. It is possible to select around them when creating a chart. I did not do that in these examples.
The green descriptions were my early attempt to undertand the relationship of the throttle to the MAP and RPM. I've refined it as you'll see.
Next table is made from the recent road test.
Changing the the data shown from AFR to Acceleration results in this:
Blue highlights deceleration. The data along the line of zero acceleration is going to be mostly steady cruising data.
Transfering the black line marking steady cruising onto the table showing AFR looks like this.
Throttle position is roughly the diagonals shown with green arrows pointing toward increased opening.
As the speed increases, more throttle is needed to maintain steady speed.
When cruising above 2800 rpm, the main circuit is providing most of the fuel.
At lower speeds and less load the idle circuit (transition slots) provides most of the fuel, and the main circuits contribute only as the throttles are opened for acceleration or hills.
This combination probably could be jetted a little leaner and like it. But it looks like it might want the enrichment at higher vacuum. So next change will be a 8.5 PV instead of the 6.5; or maybe 10.5 - depends on what is in the box.
Here's a table from early in the calibration saga of the modified carb.
Every big change got a new letter. So E is the 5th big change (as I perceived it) and 3 is the third version within that.
Tables are best for steady conditions. Slamming the throttle open usually causes brief rich or lean spots and these can't be seperated just by looking at the chart. It is possible to select around them when creating a chart. I did not do that in these examples.
The green descriptions were my early attempt to undertand the relationship of the throttle to the MAP and RPM. I've refined it as you'll see.
Next table is made from the recent road test.
Changing the the data shown from AFR to Acceleration results in this:
Blue highlights deceleration. The data along the line of zero acceleration is going to be mostly steady cruising data.
Transfering the black line marking steady cruising onto the table showing AFR looks like this.
Throttle position is roughly the diagonals shown with green arrows pointing toward increased opening.
As the speed increases, more throttle is needed to maintain steady speed.
When cruising above 2800 rpm, the main circuit is providing most of the fuel.
At lower speeds and less load the idle circuit (transition slots) provides most of the fuel, and the main circuits contribute only as the throttles are opened for acceleration or hills.
This combination probably could be jetted a little leaner and like it. But it looks like it might want the enrichment at higher vacuum. So next change will be a 8.5 PV instead of the 6.5; or maybe 10.5 - depends on what is in the box.