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here is a way I test holley power valves systems used on blow though carburetors when your not sure if their opening.take a power valve with the metal shield,crush the metal into fiber until the valve is completely held open.when you install this valve their will be no doubt if the power system is adding all the fuel that it can. at part throtle it will be rich.

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pretty much the same deal if you -remove- it and jet the pv inlets! then you can change the jets in the pv circuit..

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Well had hoped to go to the track this weekend in one of my cars,but all the tracks are closed from all the rain.

So un-corked the exhaust and took it for a drive.
AFR @ WOT with the exhaust hooked up was 11.4 after jetting up the primaries 10-jets. Power valve is yet to be tested with and without.
No way to measure it open.
It does seem to rev more readily at least 1/2 into 3rd. Acted like it wanted a 52/300 shift instead of 5,000 max.
What little I ran it in 3rd {not enough room]
It had that surge again. I would have thought 11.4 is rich enough.
So anyway went Summit and bought stuff to put some 3" under it and see what happens.
It does run quite a bit cooler un-corked.
]
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Its probably cooler with the added fuel.. also you
only added fuel to the primaries... add a pile to
the secondaries and you might get rid of the surge...
you will probably need to jet down the primaries

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waiting on time slips and new afr's....

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Well with the new 3"head pipes and "X" pipe,it idles like it has more cam,choppier I like it
AFR is still 11.4 certainly no worse at speed.
At 3am. I ran it thru all the gears and once it gets to about 4,800 in 3rd it just kinda stays there.
AFR stays in the 11.4--.8 range. Held on for about a 1/4 mile in 3rd hoping it would accelerate or throw a rod.Did neither LOL

Time slips will have to wait. Only get a few days off that line-up with track days.
There are only a few parts left that haven`t been changed.
So mathematically I`m closer

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where is the cam installed at. advanced, retarded , straight up ?

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where is the cam installed at. advanced, retarded , straight up ?

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Cam is in @106which is staightup

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Thats a bad choice of cams with a supercharged engine..
should be closer to 114 LSA

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You need to step back a minute. What really allows an engine to rpm. The amount of air it can get and control of valve train. I remember when the 335hp ford 390 came out. yea i'm old. Good, ecept done about 4400. We changed the valve springs and turn a pooch into a runner. I am not saying it is your springs just saying valve train contols Rpm. Next just the amount of air. I can be rich to the piont of looking like a deisel to lean enough to put aluminum on the plugs and the engine will rpm as long as it can still get air. Or you can kept beating on the carb with the results you already have.

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where is the cam installed at. advanced, retarded , straight up ?

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Cam is in @106which is staightup

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Thats a bad choice of cams with a supercharged engine..
should be closer to 114 LSA

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I agree

Had 2-114 c/l cams in it already. Guys running these little blowers said you need "little or no overlap".Called CompCams explained issues and what I wanted. Told me this what I recommend for a "low-boost" application.
So I took his advise.
In all fairness I don`t beleive its the cams fault. The "right" ones ran the same

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glad to hear you have a solid lead on it... sounds like you may be headed the right way! thought the basics were covered... just goes to show fundamentals first!!

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Yeah,who knew it would take 3-ignition boxes.
There was no clue :easy starting ,good fuel economy,smooth cruise,plugs clean,etc...

The Chrome box is off the racecar and it ran fine too. No change in performance with MSD on it.

Have`nt driven it yet so I`m not betting the far