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 New 2 Circuit 8896 Dominator Conversion 
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
Carb was originally done by Pro Systems. Conversion as follows:
BLP #5125 Metering Blocks
IJ=.040
TSJ=.055
PVCR=.060
IAB=.066
MAB=.028
Emulsions: #1 .024, #3 .021 #5 .021
MJ=86/96 with 5.5 PV
.035 squirters

Carb is on a 401"Gen 3 Hemi, 4.10B x 3.79 Str., 11.8:1, ported heads, 2.165 int, 1. 65 exh. Cam 252/258@.050, 112CL, in at 108, Motor is in a 1970 Road Runner. Best pass ever, 9.90@133mph, 3450 lbs. 1.31 60ft. Car is street driven. Before the conversion, biggest issue was always fat part throttle/cruise. Played with air bleeds but didnt help that much.

So far with 2 circuit updates, it feels pretty good. Idle mixture screws out 1 1/4 turns. Idle Speed at 1350 rpms with only about a 100 rpm drop in gear. Initially, I set the primary throttle blades to expose the transfer slot .020. With secondaries closed, it idled at 1800. So, I lowered the rpm with the primary and adjusted secondary as well. So, as it sits right now, the transfer slots are NOT exposed at all. With the blades completely closed, the bottom of the T-Slots are 1/16 above the blades.

My first question to ask is Will this be a problem?


Sun Jun 04, 2017 6:59 pm
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Joined: Wed Jul 02, 2014 6:17 pm
Posts: 530
STEFF wrote:
Carb was originally done by Pro Systems. Conversion as follows:
BLP #5125 Metering Blocks
IJ=.040
TSJ=.055
PVCR=.060
IAB=.066
MAB=.028
Emulsions: #1 .024, #3 .021 #5 .021
MJ=86/96 with 5.5 PV
.035 squirters

Carb is on a 401"Gen 3 Hemi, 4.10B x 3.79 Str., 11.8:1, ported heads, 2.165 int, 1. 65 exh. Cam 252/258@.050, 112CL, in at 108, Motor is in a 1970 Road Runner. Best pass ever, 9.90@133mph, 3450 lbs. 1.31 60ft. Car is street driven. Before the conversion, biggest issue was always fat part throttle/cruise. Played with air bleeds but didnt help that much.

So far with 2 circuit updates, it feels pretty good. Idle mixture screws out 1 1/4 turns. Idle Speed at 1350 rpms with only about a 100 rpm drop in gear. Initially, I set the primary throttle blades to expose the transfer slot .020. With secondaries closed, it idled at 1800. So, I lowered the rpm with the primary and adjusted secondary as well. So, as it sits right now, the transfer slots are NOT exposed at all. With the blades completely closed, the bottom of the T-Slots are 1/16 above the blades.

My first question to ask is Will this be a problem?


To me the "good ones" end up like that along w/mine and they run great now LONG t-slots car be a time killer and a challenge.......enjoy............. :thumbr:


Mon Jun 05, 2017 10:46 am
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Joined: Fri Feb 08, 2013 5:50 pm
Posts: 2302
As long as it runs well don't worry, if you have a light throttle tip in stumble open the primary blade more, close the secondary, expose t-slot on the primary.


Mon Jun 05, 2017 6:17 pm
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
Cool. I wont sweat it. Once the rain clears out of here, I'll get some more drive time in and share what its doing. Thanx!


Mon Jun 05, 2017 8:16 pm
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
So, I just got back from a drive. Normal engine temp is about 175 ish. Running in the range of 2000-2500,flat to light load, you can hear the rpms ever so slightly flutter. A little pedal and its gone. EgTs 15.4 to 15.7 range. Going up hill at that rpm, EGTs go to 13.5-14. 3000 rpm steady cruise felt good, EGTs at 13.5-14. 3500 rpm steady cruise, EGTs at 12.7 to 13.5. Did some wide open throttle hits to 6000ish rpms, EGTs were a little fat, 11.9-12.3 range. Its a little warm and steamy this evening. So, overall I think things are pretty good so far. There are no dips or flat spots, stumbles etc. You mash the pedal, it takes the fuel. What should I do to fatten up the 2000-3000 rpm range and, should I mess with jets or High Speed bleeds to lean out the higher rpm fuel?


Tue Jun 06, 2017 9:27 pm
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Joined: Fri Feb 08, 2013 5:50 pm
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A little smaller idle air bleed for the low RPM lean spot, maybe around 63. Take the secondary jets to 94.


Wed Jun 07, 2017 9:46 am
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Joined: Wed Jul 02, 2014 6:17 pm
Posts: 530
STEFF wrote:
So, I just got back from a drive. Normal engine temp is about 175 ish. Running in the range of 2000-2500,flat to light load, you can hear the rpms ever so slightly flutter. A little pedal and its gone. EgTs 15.4 to 15.7 range. Going up hill at that rpm, EGTs go to 13.5-14. 3000 rpm steady cruise felt good, EGTs at 13.5-14. 3500 rpm steady cruise, EGTs at 12.7 to 13.5. Did some wide open throttle hits to 6000ish rpms, EGTs were a little fat, 11.9-12.3 range. Its a little warm and steamy this evening. So, overall I think things are pretty good so far. There are no dips or flat spots, stumbles etc. You mash the pedal, it takes the fuel. What should I do to fatten up the 2000-3000 rpm range and, should I mess with jets or High Speed bleeds to lean out the higher rpm fuel?


With my 470 stroker Mopar and a 276-281 @ .050 Isky solid roller, it is NOT happy in that 15-16 afr range at all and from feedback on some hot street/strip motors, NONE of em are happy there. Just my personal experience.............. :thumbr: They are not EFI cars w/direct injection and imo need some saturation in the intake...............


Wed Jun 07, 2017 8:00 pm
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
I made the Bleed and Jet change last night. Just didn't get a chance to hit the road. I will tonite and report the findings. Thanx for your Guys help!


Thu Jun 08, 2017 9:33 am
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
Reduced the IAB to .062 from .066. Reduced rear jet to 94 from 96. Got out for another cruise. 2000-2500 is now down into the 14-14.2 range and no more flutter. 3000 under load is down to 12.5-13.0 and 13.9-14.3 on flat road. 3500 steady cruise stayed in 12.8-13.3 range, similar to before. 4000 steady cruise is in the 12.7-13 range. And getting on it from 3500 cruise, I noticed this time that it dips down to 11.5 once the converter catches up at 5500 but then climbs to12.6-12.7 at 6000-6500. Overall driving, it definitely runs better down low. The flutter is gone. Doesnt feel much different up top. Im going to mess aound with bleeds a little more over the weekend to see what it does, and may hit the track Sunday for TnT. Going to keep the wide band hooked up and get some data at the track.


Thu Jun 08, 2017 9:07 pm
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Joined: Fri Jun 02, 2017 2:54 pm
Posts: 12
Had an interesting learning experience today. I have an Aero hood scoop on my car that is seperate from the hood. All the tuning I've been doing had been without the hood or scoop on. Less hassle making quick changes. So, I decide to drive it to work this morning. I throw the scoop on and the hood and go on my way. I notice this thing is running a bit leaner. Everything went in AFR about 1.5 to 2 points leaner across the board. So, I took the scoop off and everything went back to normal. Naively, I never expected that to happen that much as the scoop is not sealed to the carb. So that thing is stuffing that much more air in the carb or ?? Attached is a pic of the scoop. And to be honest, I'm not super crazy about the scoop. I wanted to experiment with carb spacers as the car reacted well to past plenum volume increases and wanted to find the max. To compensate for the scoop, should I throw jet at it or ??


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Sat Jun 10, 2017 10:03 pm
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