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Re: Edelbrock accelerator pump adjustment question
[Re: David_Trimble]
#1300660
10/22/12 08:13 PM
10/22/12 08:13 PM
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Joined: Jan 2003
Posts: 738 OK
David_Trimble
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super stock
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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
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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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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
Joined: Nov 2003
Posts: 36,040
Lincoln Nebraska
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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.
live every 24 hour block of time like it's your last day on earth
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Re: Edelbrock accelerator pump adjustment question
[Re: scratchnfotraction]
#1300666
10/25/12 07:26 PM
10/25/12 07:26 PM
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Joined: Jan 2003
Posts: 738 OK
David_Trimble
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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
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Re: Edelbrock accelerator pump adjustment question
[Re: David_Trimble]
#1300667
10/25/12 09:36 PM
10/25/12 09:36 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
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Posts: 36,040
Lincoln Nebraska
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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.
live every 24 hour block of time like it's your last day on earth
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Re: Edelbrock accelerator pump adjustment question
[Re: RapidRobert]
#1300669
10/27/12 05:03 PM
10/27/12 05:03 PM
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Joined: Jan 2003
Posts: 738 OK
David_Trimble
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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?
'69 Dodge Charger R/T
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Re: Edelbrock accelerator pump adjustment question
[Re: David_Trimble]
#1300670
10/27/12 07:16 PM
10/27/12 07:16 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
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Posts: 36,040
Lincoln Nebraska
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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
live every 24 hour block of time like it's your last day on earth
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