Search results for query: t slot

Metering rods are supposed to be down/lean in cruise and idle, sir. That's when vacuum is highest. When vacuum drops, the springs overcome the low vacuum and push the rods UP into the small (rich) part of the rods enriching the mixture for acceleration, similar to a power valve. But at a steady...

New and improved hole . Lol Yes … but both ports in pic #7 are above the T-Slot .

I bought a Pro Form 950. Like posted above moved the IFR down and put T slot restrictors in and it works great. Idle bleeds, PVCR and emulsions are all threaded for adjustability.

LOL…your last statement is what Tuner always says. I agree with that but when I see a MAB that big I just suck it up and change them to what I like. Of course, I change the tune up in every new carb I do.

...are. The Econ jet in the 6000 series TQs are in the 046-048 range & also in some AFB carbs. The econ jet supplies mixed air + fuel to the t slot & idle mixture screw port, for idle & low speed cruise. It is a jet that might need to be changed so it's position in the cluster makes sense [ to...

FYI I talked to BIGs also and after sharing my fulll spec, including engine and all car combo he suggested staring from .080” t slot restrictor and said that he’d use .090” restrictor in my car if I ordered carbs from him. I also gave him full carbs spec as they were before restrictors removal...

Could be many things. Remove carb & check where the T slot is. More than 0.060" showing above the blades will give rich mixture. Another clue to the T slot position is that mixture screws have little affect on idle. Screwing mixture screws all the way IN should kill the engine.

I agree that 18* degrees is not too high. The point is that to get the idlespeed DOWN with that much timing, is gonna take shutting the throttles. And then the transfers get shut down, and then the mixture screws get cranked open, and then the instant you step on the pedal, the entire low...

I'd say the way to test whether changing spring opening effects power favorably or not is on the drag strip. The answer on whether there is an actual advantage to a lower vacuum will depend on the intake and engine, maybe the exhaust too. A little vacuum can help the fuel mixture and...

Well I pulled the 600 off to measure the diameter of the adapter holes, they were about 1 5/8". I noticed some of the cork gasket was encroaching on the hole so I pulled the plate off, tidied up the gasket and then took my dremel to the plate bores. I didn't go crazy but they were measuring 1...

Man, looks to me like there is No T slot Showing at all... the rear blades are closed tight...

The more I'm thinking about this, the more a cam change makes sense. You bring up a good point with the dual pattern cam. Probably not needed with good flowing heads and exhaust.

...you clean up the idle circuit, reduce the emulsion, make sure the main jets/power valve/PVCR are right for a cruise you really can’t get the T slots correct. Thats why I do the T slots last. I get that you took the restricters out and it made the engine happy(er) but you haven’t tuned the...

Hey Mark. Yeah, mine idles about 1000 in park and 850 or so in gear. It all works well that way, I was just surprised to see no exposed transfer slots with that kind of idle speed

Pic #10 is of a 1406 Eddie carb with correct placement of the orifice . The Carter 9635 has both vacuum port orifices above the T-Slot. I am sure this was a manufacturing error. And yes I am planning on running manifold VA.

I quoted this post again so I don’t have to keep going up and looking at it on my phone. The 70 idle air bleed may be fine depending on what size your idle feed jet it, or restriction as that is used interchangeably. IMO that MAB is way too big. IMO .026 is a better starting point. What...

...junk like this. Before you can get help, we need some information. Otherwise we will just be talking out our hats. We need to know how much T slot is exposed. We need to know the sizes of the air bleeds. We need to know how many emulsion holes are open and how big they are. We need to know...

Timing jumping is probably the engine vacuum trying to pull in the VA plunger but vac is not high enough or stable enough. So you need to check the T slot as per post #9. Too much T slot gives a rich idle, another one of your symptoms. What size engine, cam?

I beg to differ. I can set my t-slot exposure and sync it to the mixture screws, to eliminate the Tip-in sag, and then vary the timing anywhere between 5* to 20* just with my dial back electronic module, from the driver's seat, and with a manual trans drive it like this, without a tip-in Sag...

Doc, The totality of the airflow at idle & low speed cruise is thus. - leakage from t/shafts - air from idle air bleeds - leakage around t/blades, pri & sec - air on atmospheric side of T/slot - PCV. The engine doesn't know or care where the air comes from, as long as it gets enough to run...

Does it have PVCF's? I couldn't remember if they did or not.

I doubt 0.003" of wear is causing any problems. You have an adjustable air+fuel supply [ the mixture screws ] to compensate for variations. That is why it is adjustable. I tuned my first carb in 1964 & I am still learning..... I never use a vac gauge for idle adjustment, I tune by ear & feel...

You have to get the carb on the engine & get it running/idling to check the T slot. A large portion of the air for idling comes past the gap between the t/blades & t/bores. Machining tolerances, adjustment etc can change that & the gaps involved are very small. This will determine the final...

The t/blades are open too far at idle & you are accessing the ported VA port. Needs bypass air so that the blades can be reset, with about 0.020-0.040" of T slot showing at idle.

Basics, basics, basics. That is a sizable cam. Remove the carb & see how much T slot is below the blades. I am betting it is more 0.060".......

I drilled a new hole below the T-Slot but will have to plug the factory one . Still no accurate vacuum reading at idle. But the car runs reaaly good know ! Super smooth off idle and cruise mode. If I mash it from a slow roll it will burn the tires even with the 2.76s I have in at . Cant wait...

Ok … figured out the surge My brain was in Holley mode when I reassembled it and I stuck the 98s in the secondaries and the 94s in the primaries. Way lean . I also figured out the lack of vacuum reading on the manifold port . Check this out ! They manufactured the body with 2 timed ports ...

...to open the secondary a bit, there's a stop screw to be reached from underneath, on pass side, that should allow you to close the primary to get slots where they should be, mixture screws should work . RRR prob covered all that, I missed a lot in between, sorry. Good luck. Cheers Timing set...

...but a LOT of important info missing. He 'thought' it had a purple cam....but purple cams do not make 18" at idle? No mention was made of T slot position, which is the foundation of tuning the idle cct. I do not believe the pri ABs need touching at all to dial in these carbs. What I believe...

I tried running both my booster and the PCV, Tee'd together, to the back port, and like I said, when I did that, the back cylinders idled lean. I supposed that was cuz on my standard 750DP without 4-corner idle, they were dry. I put the PCV back on the front, and that solved it. But, that cam...