Search results for query: t slot

I'd see what GNTKLR, JMarkaudio or Deep roots suggests. The main relationship is IFR to IAB. But the secondary side t-slot is mostly acting as an airbleed at idle, so it seems most likely the secondary side may be similar but not the same as primary side.

Good possibility it came out of the box that way. You may want to measure the T slots and the T slot feeds. I’ve seen some wacky stuff and that will make off idle and cruise issues that will drive you nuts.

Yeah they have a chance to last another 50 years just as well as the rest of the car. The difference is these cars are pampered now and many live in garages and are driven in good weather. They were abused when they were children. I really dont see any negatives on adding the plates. Another...

...the home made jet would go. Two strands of the paper clip didn't make any difference at all. Three strands barely made any difference in the T slot feed. (maybe .2 of an AFR number) Four strands came a little closer but I had a lean flat spot just off the idle stop. (Felt just like the pump...

My God I know things are big in Texas but that is the biggest water pump pulley I have ever seen. This could be part of your getting hot issue. The water pump needs to be over driven in a high ambient high performance application along with a quality high flow T stat. What diameter are your...

No problem yellow rose, i havent had much chance to get out to do any more tuning since the weekend. Havent read much about limiting the t slot circuit but that would make sense as i think that is where it is running the richest before it comes on the primary jets. Is this a better method than...

Another session of carb tuning, posting findings and receiving advice... working with the main air bleeds today. (Current theory is too much overlap between the t-slot and the mains coming in). Now I have a nice lean 14-15:1 25-30 mph cruise, but the 60 mph cruise is still too fat at 12.5 (15"...

Post #2 says it . But I'll add that you need to make sure that your vacuum advance is working and pulling in at least mid-teens. However; I had one engine that did not respond properly no matter what I did. I tore it down, put another .001 skirt clearance into her and opened up the ring gaps...

LOL. If you don’t mind welding, epoxy and a ton of work to make 435 that’s great.

Case in point this engine shows exactly what I mean. It will depend on how much vacuum your engine makes and how well the carbs vacuum reference is matched to your engines requirements. http://wright-here.net/files/articles/phr_1109_sbo/phr_1109_sbo_ocr.pdf "The intake port is way smaller than...

T slot is a decent "square" shape, mixture screws 1 turn out fronts, 1/2 turn out rears - idle is right at 1150/1175 - one thing to note that the dieseling didn't stop, just "lightened" a bit, was gonna put a hose in the tank and blow some air in to try and mix the octane boost, figured what...

I once ran that cam in my 11.3 scr 360 with alloy heads If your Carb does NOT have a 4-corner idle , then I know exactly what's wrong, Ok rephrase; I think I know Almost exactly what's wrong, lol Firstly; IMO your compression ratio is too high for pump gas on the street. I highly recommend you...

I have 66 Gt myself, I see from your photos that the engine is in the car-- the problem I'm having is when I tried to put the engine in its resting on the center link-- can you take a photo of the oil pan at the rear of the engine? What tranny do you have-907 or the 727. As for not having oil...

Don't get to concerned with the number of turns. The idle/transition circuit is a mini carb within the carb. The IAB and IFR work together to set the fuel ratio. The idle mixture screws meter how much of that air/fuel mixture goes to the idle passage. The only way to change that air fuel mixture...

Unless its a really radical cam with low compression, that's not a great starting point. It will start easier with less initial. It will run stronger with both springs. Discussion here Large RPM and Vacuum drop when shifting from park to gear Yes. Sort of. While the carb is off, measure and...

Today I made the IFR smaller (maybe). Didn't make much noticeable difference! I don't have the precision equipment to drill .033 instead of .034 with sufficient accuracy. Will increase the IAB slightly. If still too rich, then I'm going to make the TSR smaller. Trailbeast, any progress with yours?

You lost me here... it's both? If the idle is fine but the t-slot is too rich, won't making the TSR smaller also fix it?

...bleed, but if it’s too big it can delay the start of the booster enough you’ll get a hole in the fuel curve that you can’t cover up. Also, since I can’t remember the details...did you install T slot restricters? What about the PVCR’S? Did you put brass in them so you can tune that circuit? TIA

Ok Ok. Different engine then situation will change to some degree. Just pretty linited on time but see what I can point you toward. If the valve overlap has increased, compression is lower, or things like that which dilute the fuel mixture at idle or take heat (energy) from gasifying the fuel...

I don't know anything about BBs Every engine is different. With alloy heads, and just 10/1 Scr, I find it very interesting that, in Cruise Mode, or at Part Throttle, (which is where the the system is designed to work); you could get detonation at all. I had an Eddie-headed 10.7, 367 cuber...

The same for you Mike; they should idle at 40*, just not at an rpm low enough because the butterflies end up falling underneath the transfer slots, as you back out the speed screws; so the fuel dries up, and she stalls. If your transfer slot exposure is right, you can tug on the Vcan to 30* for...

Not talking about the thrust face. Oil supply hole, where is feeds from the block is normally a hole (like shown below). A mod to increase oil flow and time is to slot the feed hole.

I'll tell you what I for sure know, because I spent nearly a year with that cam. You cannot run 36* of Idle timing, on the street, and here is why; 1) there is no reason to idle that cam over 800rpm, unless your oil-pressure is low, and then you have other issues. 2) The higher you idle it...

The T slot is where you get fuel when you transition (or transfer) from getting fuel from the curb discharge port and getting on the booster/main jet. After this weekend I’m going to start doing more 1:1 linkage carbs again. It keeps you on the transfer slots longer. And they just drive...

...to tune. And if you do correct your power valve opening, you’ll need to fix the other stuff that changes with it. At a minimum you’d need T slot restricters (you most likely need them anyway) and you’ll need to clean up the idle circuit. @Mattax ?????????? EDIT: 12many did a really great...

Your reasoning is sound. Experminenting will prove whether its the actual issue. The transfer slot open to .045 at idle means the slot is contributing a large portion of the fuel at idle closed; And then runs short of fuel as the throttle opens past. See if this works. Holley IMO, experiment...

Thanks for the easy to follow explanation, very helpful.

My idle air bleeds are .070 and my IFRs are .035. I've never messed with them. That's what came on carb. As far as the compression numbers, I'm good with them. I don't really need 185 and have to worry about needing tp run race fuel. Right now I use 15 gallons 93 and five gallons 110.

A bumper jack isn't rocket science. You could take it out and practice, but you didn't say what car/jack you have. Some later models have a large hook and or a tang that goes in a slot through the bumper. The jack in my 67 fish hardly has a hook at all. I wouldn't dare to use that thing. I...

Sounds like a good plan! If you can do it safely, check timing at 650 rpm. IMO 14 at 650 rpm would be close, and Rob suggested 15* would be good. You may find a huge diffence in timing from 975 to 650. Only way to know will be to measure. And don't worry about the jetting/rod for now. As...