Search results for query: t slot

...care how it gets the air... - have never touched the IABs & have never had a need too... - occasionally, the idle down channel which supplies the T slot needs enlarging. Very hard to get at on the TQ. It is a brass insert in the a/horn about 1 3/8" in from the surface, so long drill bits needed.

Yes. I'd leave the plate out. (See TTI's posts 6 and 7 together. More on this next post.) First see how many degrees out the heavy spring engages. Note: You can actually eyeball that. Note the distributor degrees stamped on the governer plate. Double that for crank degrees. With the...

Wow thanks for the break down. I am running an automatic 727 with stock convertor and 3:55 gears. Ya I am still playing around with finding the sweet spots with timing advance.

To no one in particular, but to everyone hating modern gas; I just gotta say ; You should try Canadian 87E10, which works fantastic in my 11/1, alloy-headed, 367. No troubles whatsoever. not even cruising 65=2240 rpm in overdrive, with the throttles nearly closed. IMO if you get carbon on the...

The carb responds to the pressure differentials it sees from atmospheric pressure above it, to the reduced pressure (commonly called vacuum) below it. It doesn't care about rpm. So if you have a lot of Idle-vacuum, the engine will pull hard on the Transfer Slots and Idle Discharge ports which...

That's the '60-'63 setup; the external vacuum diaphragm arrived for '64 (across all Chrysler Corp carburetors, no matter whether made by Carter, Holley, or Bendix). The external diaphragm was adopted because the dirty gasoline at that time tended to gum up the previous pull-off piston, but...

For best fuel economy Have you considered that the Cruise timing, depending on rpm, will want to be mid 50s., say 56* @2600 rpm ( say 61mph with 3.23s and a modest stall TorqueFlite) To get that much timing, your V-can may need to be modified. the factory Mopar one can be modified to in the...

IIRC you said you had a 2200ish stall. and 3.73 gears. That's gonna put a damper on how much timing you can run down there and still get to around 36*@ say 3400 rpm That long-loop spring is only good for about 4>6* and some that I have tested took to 4000 rpm to be all in, with the stock...

Geezus.

...main jets and still get your WOT AFR correct with the primary PVCR’s and the secondary main jets. One other thing. I thin you said your T slot restricters measured .049 or close to that. That’s much smaller than anything I’ve ever needed. I’m usually in the mid .060’s to the mid .070’s. You...

Let's talk Scrub-radius. If you mount a set of factory-diameter tires on factory wheels, at factory ride height, and if you could draw a line thru the center of the Ball-joints, down to the roadway, and another line thru the center of the tires/wheels, as viewed from the front; then, those two...

Aside from the stinky rich idle, a lean flat spot at tip-in before the mains start, because the transition slot was being used up? I think on many (if not all) baseplates the secondary t-slot is considerably further up the bore than the primary. Your primary slot should be exposed "square" but...

That's great. I hope to be able to sort mine out to fix the same issues. Can't wait to hear more

Don’t put the spindles on the wrong side and realize once it’s all buttoned up and about to put the calipers on… :BangHead:

What about cruise and WOT? My low-speed cruise AFR seems to be a bit leaner too (since I'm on the t-slot and there is a significant contribution from the idle circuit). Haven't had a chance to drive out to the highway and do some short blasts...

OK everyone, we have a win! I removed the T slot restrictors which Gary Williams said he never used and its a different car now. Stumbling is gone completely. It cruises between 14 and 15 afr steady as a rock. This also affected idle. Now I have 13.5 afr in park and 14.5 in gear with 150 rpm...

You need to add T slot restricters and probably open the main air bleed up .004-.006. I’d do the T slot restricters first, using 10x32 3/16 brass and Id start with an .078 hole and tune from there.

What would you recommend for a transfer slot restriction on a pair of 1850s? I have a similar 440 with an oxygen sensor and am fat under cruise. I believe the transfer slot is dumping in excess fuel. I tried closing my primary butterflies and cracking the secondaries, no change as when I'm just...

LOL, no worries. as to this; >Depending on the exact circumstances surrounding this event, I would give a different answer; but; if this occurs at closed throttle, then I would say that the throttle is too far closed, and the transfers are switching from flowing fuel, to bypassing air. This...

Incorrect An 'open' PV won't enrich the idle, but if it's blown or leaking dumps fuel straight into the engine through the vacuum port....at idle or any other time...

You do realize there's a lot of info to unpack in that paragraph! I remember you saying this way back when on SpeedTalk about saturation The engine runs on the transfer slot fuel first, and its this fuel that saturates the airstream for consistent fuel gassing in the intake tract. This fuel...

...setting info in those links showed some folks didn't follow [ or didn't know ] the basic rule for setting up the idle cct. A small amount of T slot must be showing at idle, in gear, if auto. Most common problem is too much T slot, from low vac, which then upsets the delicate idle to main...

The said 451 still had booster drip @ .120 IBP, @ .125 it still spit fuel intermittently. @ .128 the booster drip was completely gone. At that point, in order to keep the Idle mixture screws 1 1/2 turns from bottom, the IFR’s had to be@ .052. I didn’t dream that size up. I listened to the engine...

Well if you or anyone needs to make the t-slots smaller, Aquartlow had some success described in these two threads. Thankfully I haven't had to do this. Making throttle slots smaller? Transition slot areas and why the differences

This from the Urich and Fisher Holley Carburetor book illustrating the importance of correct throttle relation to t-slot . (Link in this post: Carb knowledge help needed) The conditions where too much or too little t-slot is exposed are circled. I crossed out the idling characteristic that may...

The only problem mentioned so far is smelly/variable idle. That will have nothing to do with booster design because the booster is not part of the idle cct. - These carbs will take a LOT of fuel pressure before they flood, so I doubt it is excessive fuel pressure. - Although unlikely, a...

Yes and no. on the arm is a stopper. You can see it in post 34 from HalifaxHops. As vacuum pulls the arm in, eventually the stopper will hit the back of the V-can and that stops it from advancing any more. Those stoppers vary in size for allowing different amounts of maximum vacuum advance...

SlantSixDan, Once I obtain an electronic distributor ('73-'76 non lean burn), I'm sure one can benefit by changing springs and weight slot length to "curve" it slightly. I understand a "good" curve for my short bed D150 automatic would need to be slightly different that say a '64 valiant due to...

...the car has a hi-stall in it. Let the T-slot exposure be your guide. Adding Idle-Air bypass, allows you to close the throttle back down, to get Slot exposure down, to get the Idle AFR back in line, to get rid of the Tail-pipe burns your eyes stink. With too much Idle Air, the T-slot exposure...

For best performance in any mode, all engines require the peak cylinder pressure to occur at a specific place in the rotation of the crank. All your ignition timing systems are designed to hit that target as often as possible.The more time the engine spends at that specific point, the more...