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Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300657
10/19/12 01:19 AM
10/19/12 01:19 AM
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you want to know how high the rpm goes before it pulls vac on the ported vac side. correct?

Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300658
10/19/12 01:24 AM
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mine has 0 vac at idle on the ported side of carb.

on full vac port,the one i use to set timing and get vac readings has a steady 18-19 Hg of vac.

I will see how high the rpm goes up before the ported side gets a vac reading above the 0 mark.

Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300659
10/19/12 11:21 AM
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David_Trimble Offline OP
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Quote:

mine has 0 vac at idle on the ported side of carb.

on full vac port,the one i use to set timing and get vac readings has a steady 18-19 Hg of vac.

I will see how high the rpm goes up before the ported side gets a vac reading above the 0 mark.



Right I'm curious as to if I should be reading either 0 or a very low vacuum reading on the ported side. It's beginning to sound like that my carb might have some flaw where it's getting a vacuum signal when it shouldn't. To get a vacuum reading of near zero I have to drop my RPMs very low- (I think I said 450RPMs in a previous post?) and I'm thinking that if everyone else is pretty much getting a near-zero reading on the ported side at < 1000RPM then my carb might really be defective....


'69 Dodge Charger R/T
Re: Edelbrock accelerator pump adjustment question [Re: David_Trimble] #1300660
10/22/12 08:13 PM
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Update: I got ahold of a new vacuum gauge and retested the ported vacuum- I'm still getting ~13"Hg at idle like my old gauge was reading I'm not sure what to do at this point....


'69 Dodge Charger R/T
Re: Edelbrock accelerator pump adjustment question [Re: David_Trimble] #1300661
10/22/12 11:31 PM
10/22/12 11:31 PM
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can you advance timing with the gauge hooked up and get the highest vac reading or is that 13 the max number?

i adjust the dist till i get the highest number I can,then adjust airscrews to fine tune idle and get the highest vac reading.

then look with a light to see where the mark on damper/scale is and go from there.

Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300662
10/22/12 11:56 PM
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David_Trimble Offline OP
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Quote:

can you advance timing with the gauge hooked up and get the highest vac reading or is that 13 the max number?

i adjust the dist till i get the highest number I can,then adjust airscrews to fine tune idle and get the highest vac reading.

then look with a light to see where the mark on damper/scale is and go from there.




Well I've already got the timing at 20deg (dist vacuum can disconnected and plugged of course).

13"Hg is the highest I've seen the ported vacuum -I've seen it at 15" if I go off straight manifold vacuum.

WHat I could try to do is switch my vacuum gauge to the manifold vacuum then do as you say- set my advance so it's right at my max manifold reading then tune the idle mix screws to get a max reading there. I'll try that and report on the timing (and I do have timing tape on the balancer)


'69 Dodge Charger R/T
Re: Edelbrock accelerator pump adjustment question [Re: David_Trimble] #1300663
10/23/12 12:04 AM
10/23/12 12:04 AM
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yes,on full manifold vac. to set it by the vac gauge

driver side of carb vac port.

readjust idle setting if it changes,and dial in the mixture screws watching the gauge after you adjust dist for highest vac reading.

Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300664
10/23/12 09:59 AM
10/23/12 09:59 AM
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RapidRobert Offline
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You could try using manifold vacuum instead of ported & tuning it that way. Put vac adv on the drivers (manifold) port & setting initial with the vac gauge method (max vac then back off 1" in hg) & as you know on manifold the can will be maxed at idle. then shorten the slots for 35 total with the can capped. then adj springs for WOT then hookup/adj the can for part throttle high rpm/around town as previously described. You have nothing to lose at this point & if it dont work to your satisfaction then we can continue on in a different direction. EDIT 36-38 rather than 35 total with vac capped (I forgot we are working with a BB) and if it's a low compression 383 I'd suggest 38

Last edited by RapidRobert; 10/23/12 12:22 PM.

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Re: Edelbrock accelerator pump adjustment question [Re: RapidRobert] #1300665
10/23/12 03:39 PM
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just to clear up what i said.

I use the full manifold vac to set timing to highest vac reading.

I hook the dist vac up back on the ported side when all adjustments are done.

Re: Edelbrock accelerator pump adjustment question [Re: scratchnfotraction] #1300666
10/25/12 07:26 PM
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Ok, I set up the distributor to the manifold vacuum on the driver's side port with the passenger side plugged. I connected the vacuum gauge to the manifold itself thru the headlight door pickup port on the intake itself. After warmup I adjusted the advance until the vacuum read 19.5"Hg (max) then backed it off to 18.5". I'm running about 25deg advance with that @750rpm.

For grins, I disconnected the can (plugging the vacuum line with my spare gauge) and revved up
the engine while watching the timing. At what I would guess around 3000rpm I was reading 40deg- didn't run it up higher than that (but it looked like it was maxing at 40). BTW it's a low comp 383 (low 9s I think) so since 38 is the target, I take it 40 is still a little high and I probably need to shorten the slots a bit more?

Also for grins I connected the spare gauge to the ported vacuum- I was reading 13"Hg off that
while the other gauge was reading 18" straight from the manifold (NOT the driver's side manifold port)

I'm a little concerned with my initial 25degree setting- for a BB does that sound normal?


'69 Dodge Charger R/T
Re: Edelbrock accelerator pump adjustment question [Re: David_Trimble] #1300667
10/25/12 09:36 PM
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RapidRobert Offline
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25 does sound high but you did do the (max vacuum minus 1 in hg) timing procedure correctly. As you noted some low compression 383's can take alot of advance & 40 total with the can capped may very well be fine. You might take it out as is & see where you're at with the springs listening for ping at WOT.


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Re: Edelbrock accelerator pump adjustment question [Re: RapidRobert] #1300668
10/25/12 11:16 PM
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Quote:

25 does sound high but you did do the (max vacuum minus 1 in hg) timing procedure correctly. As you noted some low compression 383's can take alot of advance & 40 total with the can capped may very well be fine. You might take it out as is & see where you're at with the springs listening for ping at WOT.



Ah ok - will do that after I get the brakes readjusted- which should (hopefully) happen this weekend....


'69 Dodge Charger R/T
Re: Edelbrock accelerator pump adjustment question [Re: RapidRobert] #1300669
10/27/12 05:03 PM
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@Robert- a quick question but I still have that 'test' distributor cap on the distributor- the cap with the phasing hole cut in it. Do I need to check for anything else using that cap at this point or can I go ahead and swap it out for the new cap?


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Re: Edelbrock accelerator pump adjustment question [Re: David_Trimble] #1300670
10/27/12 07:16 PM
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The hole in the top would be for checking phasing and a larger rectangular hole in the side would be for checking rotor tip to cap terminal clearance but iirc we were much better on that one after adding the NAPA Echlin MO 3000 rotor. Actually the holes can & should stay if the cap is in good shape as it lets out ionized air molecules that can promote crossfire sorta like the electrified air between outspread tree branches and the ground when lightning strikes the top of the tree but with phasing and terminal clearance corrected we are in much less danger of that happenening though it does go against the grain to eyeball a cap with holes cut in it & to not wanna change it. I'm kinda surprised that it wanted 25 deg of initial & I'm interested to see how that goes


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Re: Edelbrock accelerator pump adjustment question [Re: RapidRobert] #1300671
10/27/12 07:53 PM
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Quote:

The hole in the top would be for checking phasing and a larger rectangular hole in the side would be for checking rotor tip to cap terminal clearance but iirc we were much better on that one after adding the NAPA Echlin MO 3000 rotor. Actually the holes can & should stay if the cap is in good shape as it lets out ionized air molecules that can promote crossfire sorta like the electrified air between outspread tree branches and the ground when lightning strikes the top of the tree but with phasing and terminal clearance corrected we are in much less danger of that happenening though it does go against the grain to eyeball a cap with holes cut in it & to not wanna change it.




True it does look kinda wierd I'll leave it as-is for the meantime then. The cap- other than the holes being in it - is in pretty good shape still- there's only that slight beveling on the wire terminals that was done by the old rotor but I don't think it'll affect operation that much, if at all.

Quote:

I'm kinda surprised that it wanted 25 deg of initial & I'm interested to see how that goes



I am too, hence my previous question on the timing. I've never heard of any stock V8 needing that sort of initial advance, only in probably a racing application. And the engine was built stock - same specs for a '69 Charger 383, with I guess the exception that it's running Pertronix and has a Edelbrock carb instead of a Carter.


'69 Dodge Charger R/T
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