Search results for query: *

Haha, no one ever died from embarrassment don’t worry about that! Your adapter setup should work ok on that single plane. Glad you got it sorted out. I had secondary throttle binding issue with a TQ once. Ended up being the air cleaner stud I was using at the time, just a threaded 1/4’’ stud...

Do you have a picture of the carb adapter on top of the intake manifold? Might reveal some clues. FWIW, the photo has the adapter set up I run on my stroker 360/410. 850 TQ, Edel.RPM dual plane. You can see there’s some plenum area under the carb. May not be absolutely optimal, but it runs well...

Is the curve too quick? All in by 3000-ish may be too much for it.

Important to check for size as well. It’s surprising how out of round or off size a seal can be. You can set a telescoping/snap gauge to the crank journal size then check around the seal.

Does your distributor have a vacuum advance canister on it? As others have said, your total timing probably needs to come up. - around 36 maybe a bit more. I’d then try around 8 degrees of vac advance to start with. If you’re going to keep the electric fans, (i wouldn’t) pulley ratio is even...

Penrite HPR-30.. Very hard to beat IMO.

^^ Agree, these are most likely the culprits for wiping out cams/lifters . Quality has gone down with a lot of parts no doubt, so selection and preparation become more important. ‘Small’ things like knocking the burr off around the oil feed annulus around the lifters, often overlooked. I’ve...

Yes, that’s what I was implying. A slight twist in the shaft possibly. If there is, it wouldn’t be much.

I see what you mean. The aluminium adapter under the phenolic spacer has the divider, which has been smoothed to suit the manifold and spread bore carb. I think you’re right about the firing order. The ‘5-7’ part may be pulling more intake charge over that side of the divider. I want to look at...

Just my own experience, with Holley’s those 1/4’’ heat insulator gaskets don’t make much difference. They still get hot, especially in hot weather.

Those turns there have been blended with a larger radius, can’t really see it in the picture. Similar affect to blending a short turn in a cylinder head. I thought about the dimpling, seems like there’s some mixed opinions about it. I may just try it for the sake of it next time the intake is off.

Man, that’s a great score for $75 well done! Is the carb in decent condition?

A nice clean way to do it. Has to be accurate of course, but there’s two rocker shafts right there at the rockers with pressurised oil to utilise.

Yeah, I did mine by hand just for that reason! Turned out really well. The chambers had the CNC tool marks in the chambers, which I polished out. Wish I had a photo.. oh well.

@mopowers I would use the 0.039’’ gasket option. - I’m using this gasket. If you’re still concerned about the compression with your available fuel, you could smooth & polish the combustion chambers. This will increase the chamber volume by a few cc’s (around 4-5cc) and get rid of any sharp...

Seeing as it’s got a roller cam, could you possibly need slightly more clearance at the pushrod cup end to account for the rods & lifters not turning? In turn, providing more oil to the pushrod cup?

Is it legal to use leaded fuel on the street in the US? You’d be in deep trouble here if you got caught with it on the street.

No problem, no offence taken. You’ve answered my question by showing the only fuel you have is the 91-E10 stuff. I’m not suggesting that you’re wrong about anything, my point was that with the heads you have, at the higher compression ratio, you may have reached the pre-ignition limits of that...

All good mate, our ‘Premium Unleaded’ here in Australia is either 95 or 98RON. U.S equivalents would be 91 & 93. I run 98RON. The importance of quench (we say ‘squish’ :)) seems to become more prevalent as the comp ratio goes up, at least in my experience. For instance, a 10:1 comp with 0.040’’...

@mopowers , FWIW my 410 stroker cranks over at 200-203psi. It does have good flowing heads. The calc’s say it should be around 185psi. Effective CR is at 8.7-8.8:1. Quench is at 0.036’’. It doesn’t ping at all on premium unleaded fuel. It did ping only occasionally before I sorted out a lifter...

Ok sure, but do you think that may have been more about reaching the limitations of fuel available rather than quench & compression? We can only speak from our own experiences, mine seems to be somewhat opposite to what yours has been.

Yes. A thicker head gasket on an already pinging / detonating engine can make the detonation worse.

My old man uses more than a few of these words. No ‘Hornswaggled’on the list though! :)

That’s the best way to do it with dish or dome pistons.Very accurate.

I’m not sure about evaporust, but molasses does work. I did a V8 with it, did it one side at a time with the deck facing up on an engine stand. Taped up the water holes on the front and the deck facing down. Worked well.

There you go..:) The killer of so many electronics, over voltage, power spikes & inconsistent supply. Would probably fry any sort of ignition module. A 17VDC coil supply would spike the secondary/H.T voltage up pretty high. The reflected ‘fly back’ after a spark event would be pretty high as well.

Very Italian! Chrysler Aust. sent a Valiant over to Italy specifically to have the Webers setup for the Hemi-6, I’m sure most other manufacturers who used them would’ve done the same. Four progression holes seems to be the go-to for aftermarket Weber’s on a street car. I think some Dellorto’s...

Seems to be quite a few different types & revisions, as Bewy pointed out. Not sure why Weber or Dellorto couldn’t have just used a transition slot for ‘street’ carb. I’m sure someone has tried modifying a Weber with a T/slot.

That was a reason why some people used the Dellorto DHLA instead. I think they had four progression holes from memory?? Heard a few guys say they had the off idle lean spot with Webers on a Hemi-6, which was curious.. I had a similar problem with SU’s once, but it would lean bog out of a left or...

The 103 C/L is opening the intake valve quite early. Do you have the Intake Closing angle for that cam? - Degrees after bottom dead centre.