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fordtrucks-digest DigestVolume 97 : Issue 145

Today's Topics:

RE: RE: Holley 4BBL questions. AT [Keith Srb ]
Test Message - Don't Bother Reading! [Keith Srb ]
RE: RE: Holley 4BBL questions. AT ["Gary, 78 BBB" ]
RE: 460 Maximum Compression Ratio? [Kevin Kemmerer ]
RE: RE: Holley 4BBL questions. AT [Keith Srb ]
Re: 460 Maximum Compression Ratio? [Daver ]
Re: Advance curves? [Daver ]
Re: Help [Mark Richardson
Re: 460 Maximum Compression Ratio? [Daver ]
Re: 460 Maximum Compression Ratio? [Daver ]
Re: Advance curves? [Mike Schwall ]
Re: Holley problems - me too [Mike Schwall ]
RE: RE: Holley 4BBL questions. AT [Mike Schwall ]

Administrivia:

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------------------------------

Date: Thu, 7 Aug 1997 13:24:58 -0700
From: Keith Srb
To: "'fordtrucks lofcom.com'"
Subject: RE: RE: Holley 4BBL questions. ATTN: marko in vancouver
Message-ID:
Content-Type: text/plain; charset="us-ascii"
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-----Original Message-----
From:marko maryniak [SMTP:marko helix.net]
Sent:Wednesday, August 06, 1997 10:32 AM
To:fordtrucks lofcom.com
Subject:Re: Holley 4BBL questions

>74 F250, 390V8, Factory Equipped Holley 4BBl. I have several questions about
>this carb. I turned the air cleaner cover over, to allow more air flow into
the
>carb, I want to put a K&N Air Filter on it sometime. Anyway yesterday, air
>cleaner cover turned over, I noticed two things. One it took a lot more fuel
to
>get to work, it seemed like it took twice as much fuel to get to work and back
>home. Second, while under heavy acceleration, the engine seemed to bog down
>until I lifted my foot off the accelerator pedal some. Actually I found that
if
>I would only push the pedal about 1/4 to 1/2 way down to the floor the engine
>would jump to life and go. If I floored it, the engine bogged down until I
>lifted the pedal far enough to find that sweet spot.
>
>I know I need to adjust some things on the carb, but where should I start?
>Accelerator pump travel, check the secondaries to see if they are
functioning?
>
>Any words of wisdom out there in Ford Truck land?? The last time I dealt with
>a Holley Carb was 10 or 11 years ago.
>
>Thanks!
>
>Keith Srbherbie netvalue.net
>1986 Ford Bronco II, 2.9L (I HATE LITERS) V-6, Mitsubishi 5-Speed.
>1980 Harley Davidson, XLH, Rebuilt from the frame up.
>1974 Ford F250 Ranger XLT, 390ci 4bbl, Automatic, Long Box, Style Side.
>1966 Ford F100, 240 C.I. Straight Six, Warner T-18 4-Speed, Short Box.
>My Blood runs "TRUE BLUE FORD on Four Wheels and Pure HARLEY on Two Wheels!"
>
>Keith,

>From reading between the lines it sounds like things were ok prior to you
>turning over the air cleaner, tho I don't wanna point fingers or nuthin'...

No, starts hard when hot, stills bogs down if I try to accelerate hard,
accelerates O.K. at normal driving pace, but still could use some help. Idles
very rough at stop lights.

>BTW you know that running without an air cleaner is BAAAADD for your engine,
>so I won't say anything about it here 8^)

Didn't remove air cleaner, I live in the Arizona Desert, to much dust in air!

>First, make sure there are no vacuum hoses disconnected which may be causing
>yr problem. I think there might be one goes to the valve on the stove pipe;
>also check your pcv hoses.

Replaced PCV Value, Breather Filter, and connecting hoses at the same time I
flipped air cleaner cover over. Thursday 8/7/97 double checked all of the
hosed attached to carb, they were attached properly.

>Really, the thing shud run pretty much the same
>with or without the air cleaner provided you have not buggered up the vacuum
>system. The only thing 'flipping the breather' does is reduce air
>restriction at high rpms, as well as to allow more equalized airflow over
>the whole circumference of the cleaner. This shudn't affect mileage greatly
>and if I may say so yr mileage may have been more affected by you stomping
>on it on yr way to work than by anything else 8^)

I stomped on it twice on the way to work to see how it acted. The rest of the
time I was either stopped on a so called Freeway, or following someone who
drove 10 miles and hour under the 45 mile per hour speed limit on the streets.
Not much of a chance to stomp on it. It is a 26 mile round trip from home to
work and back. With the cover flipped over the truck used a 1/4 tank of gas, 19
gallon tank I think. With cover on right side up, 1/8 tank used.

>Before you get your hands dirty, there are a coupla more questions you shud
>answer:

>-how old is the carb
not sure, just bought the truck two weeks ago. If the previous owners
maintenance log is right, it is the original carb.
>- and has it ever been serviced?
Yes, at least three times, according to the maintenance log. Last time was 2
months ago, and it just passed AZ emissions test.
>- How many miles are on it?
72500 original miles
>-do you run any particular kind of gas
Union 76, Unleaded, 82 Octane
>-and do you use a cleaner?
I haven't yet, any suggestions?
>-how well does it run?
Idles rough, runs smooth going down the road, once up to cruising speed, 35-60
MPH
>-does it start well?
Starts fine cold, starts hard hot
>-Have you noticed a drop in mileage lately (other than after flipping the air
cleaner)
Only filled it three times so far, no noticeable drop otherwise
>-where you live, is it cool and damp in winter, or does it go below zero, or
is it sunny and hot all >the time?
Mesa, AZ. In the AZ Desert, Temp's range from 30 degrees in the winter, if you
want to call it that, to 110-120 degrees in the summer. Very low humidity most
of year, August - September humidity climbs to 40 - 60 %.
>-do you have a vacuum gauge hooked up, and if not, would you consider hooking
one up?
The purpose of hooking a vacuum gauge up, other than telling you to get your
foot out of the gas, is?
>-look on the "stack" on the primaries (metal casting housing the venturi and
the choke plate) and >read the LIST number and post it so we can find out
from Jim Hurd what kinda stuff's supposed >to be in it.
List Number = 6830
>-are there any modifications on your engine, i.e. headers, wild cam, no2
injection, blower (oops >got a little carried away there) that you have done?
As far as I know the engine is stock.
>Other than the carb how is your engine anyway?
Puffs a little blue smoke on startup, so far I haven't had to add any oil. No
lifter noise, or anything like that. According to the maintenance records, the
oil pump failed at 30,000 miles, engine was rebuilt at that time.
>-Ever done a compression test?
Haven't gotten around to that yet.
-Is there a well-equipped holley dealer in your area?
yes
-Is your ignition in good shape, and do you have a timing light/tachometer?
Complete tune up was performed at the same time the Carb was rebuilt 2 months
ago, unfortunately the truck still uses points. I have a timing light, dwell
and tack gauge. Planning on checking the timing, and dwell this weekend.
Once you answer all the above we can get started.


marko in vancouver
marko helix.net
71 f250 4x4, 360 holley 4bbl



Keith Srbherbie netvalue.net
1986 Ford Bronco II, 2.9L (I HATE LITERS) V-6, Mitsubishi 5-Speed.
1980 Harley Davidson, XLH, Rebuilt from the frame up.
1974 Ford F250 Ranger XLT, 390ci 4bbl, Automatic, Long Box, Style Side.
1966 Ford F100, 240 C.I. Straight Six, Warner T-18 4-Speed, Short Box.
My Blood runs "TRUE BLUE FORD on Four Wheels and Pure HARLEY on Two Wheels!"




------------------------------

Date: Thu, 7 Aug 1997 13:56:35 -0700
From: Keith Srb
To: "'fordtrucks lofcom.com'"
Cc: "'Keith Srb'"
Subject: Test Message - Don't Bother Reading!
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: 7bit

Changed one of my E-mail settings, just making sure my E-mail still works.

Keith Srbherbie netvalue.net
1986 Ford Bronco II, 2.9L (I HATE LITERS) V-6, Mitsubishi 5-Speed.
1980 Harley Davidson, XLH, Rebuilt from the frame up.
1974 Ford F250 Ranger XLT, 390ci 4bbl, Automatic, Long Box, Style Side.
1966 Ford F100, 240 C.I. Straight Six, Warner T-18 4-Speed, Short Box.
My Blood runs "TRUE BLUE FORD on Four Wheels and Pure HARLEY on Two Wheels!"



------------------------------

Date: Thu, 7 Aug 1997 16:59:36 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: RE: RE: Holley 4BBL questions. ATTN: marko in vancouver
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> From: Keith Srb
> Subject: RE: RE: Holley 4BBL questions. ATTN: marko in vancouver
> Date: Thu, 7 Aug 1997 13:24:58 -0700

> >74 F250, 390V8, Factory Equipped Holley 4BBl. I have several
> >questions about this carb. I turned the air cleaner cover over, to
> >allow more air flow into

Have you since turned it back over and does it still have the same
symptoms if you did?

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

------------------------------

Date: Thu, 7 Aug 1997 17:55:50 -0400
From: Kevin Kemmerer
To: "'fordtrucks lofcom.com'"
Subject: RE: 460 Maximum Compression Ratio?
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

----------
From: Gary, 78 BBB[SMTP:gpeters3 ford.com]
Sent: Thursday, August 07, 1997 9:45 AM
To: fordtrucks lofcom.com
Subject: RE: 460 Maximum Compression Ratio?

> From: Kevin Kemmerer
> Subject: RE: 460 Maximum Compression Ratio?
> Date: Thu, 7 Aug 1997 12:52:59 -0400

> so build it for midrange torque. 460 cubic inches will not fall on
> its face at 1500 rpm even with a cam that says it is for 2500 to
> 5500. the cam in my engine is a crower 22205 hyd grind. advertized
> duration is 280/288. this cam allows the motor to spin up on the
> street, and gives low end grunt easily. it doesn't require any high
> doller items like roller rockers or stud girdles, (harland sharp
> sells rollers for 200 bucks.) i am using stock heads with exhaust
> work and small bowl work, dual plane intake and headers. and yes,
> on a previous engine i had a 600 holley and and it spun to 6500 rpm

Are you one of the MANY guys who like the Edlebrock Carb? I only=20
want the girdles for kicks and aluminum cast valve covers for looks=20
and both are way down on the bottom of my list right along with the=20
671 (or 871). What really gripes me is I can't hold my foot down=20
past 75 or 80 and have to let up to force it to shift into high to=20
keep accelletating while passing multiple vehicles etc. or when one=20
bozo decides to see what I've got like happened to me in a short=20
passing zone one day and the guy had a stock 460 by the way he kept=20
up with me (75 LTD). If he hadn't backed off I'd have been in the=20
middle of a blind curve going near 90 or had to nail the brakes=20
myself to avoid such stupidity. If I didn't have to let off to shift=20
I would have blown him off easily and all this with 2.75 gears so the=20
rpm's weren't really that high.

I'm sure it's a tuning thing that I can't fix with the stock spread=20
bore carb since I'm running relatively open 2.5" pipe and headers (no=20
balance tube as yet though) I love the spread bore idea but ford=20
spread bores are different than the others so can't interchange=20
without inefficient adapters which I refuse to use. All the dual=20
plane manifolds for the 460 seem to be square bore so I guess I'll=20
have to research the square bores if I want to make any changes. =20

Edlebrock doesn't make a spread bore do they? I'd love to run a=20
Rochester but as I recall they are kind of tempermental? But, again,=20
what manifold would I use? Shucks, I'd even run a Holley 4175 if I=20
could find a decent dual plane manifold which didn't have lots of=20
compromises. I believe the intake manifold and improperly jetted=20
carb are my biggest problem right now but I'm just guessing.

no, i am not one of the many edlebrock guys. there are lots of dual =
planes out there. the weind stealth is fantstic and blue thunder makes =
one, also ford motorsports. i prefer hollys or carter afb. the =
predator works great except it is cheaply made and tempermental.

hey, get a manual valve body and shift it yourself.

girdles for kicks? spend that money elsewhere like getting a worked =
carb that gives great bottom end and stills flows at the top! i have a =
holley from carb shop that responds excellent and flows over 900 cfm =
worked great out of the box, probobly better if i had the time to play =
with it.

sleddog

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..


____________________________________________________________________
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------------------------------

Date: Thu, 7 Aug 1997 15:08:05 -0700
From: Keith Srb
To: "'fordtrucks lofcom.com'"
Subject: RE: RE: Holley 4BBL questions. ATTN: marko in vancouver
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: 7bit

Yes I flipped the cover back over. It still has the same symptoms, but to a
lesser degree. By that I mean I still can't stick my foot through the floor
board with it out it bogging down, only now if I hold it to the floor, it will
pick up a speed faster than it did when I had the cover flipped over.

Keith Srbherbie netvalue.net
1986 Ford Bronco II, 2.9L (I HATE LITERS) V-6, Mitsubishi 5-Speed.
1980 Harley Davidson, XLH, Rebuilt from the frame up.
1974 Ford F250 Ranger XLT, 390ci 4bbl, Automatic, Long Box, Style Side.
1966 Ford F100, 240 C.I. Straight Six, Warner T-18 4-Speed, Short Box.
My Blood runs "TRUE BLUE FORD on Four Wheels and Pure HARLEY on Two Wheels!"


-----Original Message-----
From:Gary, 78 BBB [SMTP:gpeters3 ford.com]
Sent:Thursday, August 07, 1997 10:00 AM
To:fordtrucks lofcom.com
Subject:RE: RE: Holley 4BBL questions. ATTN: marko in vancouver

> From: Keith Srb
> Subject: RE: RE: Holley 4BBL questions. ATTN: marko in vancouver
> Date: Thu, 7 Aug 1997 13:24:58 -0700

> >74 F250, 390V8, Factory Equipped Holley 4BBl. I have several
> >questions about this carb. I turned the air cleaner cover over, to
> >allow more air flow into

Have you since turned it back over and does it still have the same
symptoms if you did?

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..


____________________________________________________________________
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For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
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------------------------------

Date: Thu, 07 Aug 1997 05:52:46 -0500
From: Daver
To: fordtrucks lofcom.com
Subject: Re: 460 Maximum Compression Ratio?
Message-ID:
Content-Type: text/plain; charset=us-ascii
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Gary, 78 BBB wrote:
>
> > Date: Wed, 06 Aug 1997 10:26:25 -0500
> > From: Daver
> > Subject: Re: 460 Maximum Compression Ratio?
>
> >
> > Rhodes lifters are an agrivation waiting to waist someones time.
>
> That seems to be the consensus. It's occured to me that roller cams
> would go a long way toward my goal since they keep the valves open
> longer with the same ramp to ramp duration spec etc. I could use less
> overlap and still get the high rpm I need and keep lower rpm
> driveability and economy :-) Now all I have to do is find one off
> the shelf that does that :-(
>
> -- Gary Peters --

Rollers are neat and expensive they are typicaly used for high RPM
aplications because they go from low to high fast. I think you'd do
better with a flat tappit / solid and you need to remember the overlap
is a contributor to compression drop between static and dynamic.

Molater

Daver

------------------------------

Date: Thu, 07 Aug 1997 06:23:03 -0500
From: Daver
To: fordtrucks lofcom.com
Subject: Re: Advance curves?
Message-ID:
Content-Type: text/plain; charset=us-ascii
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> I can't believe all the super high advance curves I'm hearing about
> on these lists!? All the information I have (from professionals)
> indicates that 38 degrees of advance is adequate for the highest
> performance engines (NASCAR) which typically turn over 7k rpm
> continuously. Why would you want any more than that?

There is a reason they have to push a NASCAR out of the pits and they
have a rolling start. It's because they're designed to run at top end
and they do not make good quarter mile cars.

>
> NASCAR builders attempt to run as lean as they can and lean mixtures
> require more advance than rich. They don't use vacs and the spec
> typically is 10-12 static and 34-38 total including static so the
> mechanical advance system puts in an additonal 28 degrees max. Even
> though the engine is designed to run over 7k the advance is
> typically all in well before 4k, usually 3 - 3.5k.

Yes, no and maybe. the leaner the mixture the less advance you want and
NASCAR's do not run lean; not on the bottom end, they'll lean out as
they aproach 7K but they are still not running lean. The gas mizers run
lean and use a hot plug to pop the mixture the intire mixture burns at
once in an explossion that jams the piston to the bottom. You do not
want that type explossion to occure to far ahead of tdc because you
spend all of your energy and the piston does'nt take full advantage of
it. In a hipro drag app. you want to use a cold plug and hi octane fuel
and put it in wet to slow the burn so you start the fire 40 or so ahead
of TDC so by the time the piston reaches the TDC mark the expansion
caused by the burn is starting the down push and then let that
expanssion of the burning mixture (not exploding) to push the piston
down producing horse power.

>
> Since rpm and mixture are the two main determining factors with
> dynamic compression also a considered factor in advance requirements
> how does a street rod survive with 60 degrees?

I do not know that I have heard anyone boast 60. 45 is about max. I
think you need to investigate this further RPM and mixture do not have
squat to do with it try cam timing and valve overlap.

>
> High performance engines typically have a torque peak between 3 and
> 4K which is why the advance is all in by then. As rpm climbs
> volumetric efficiency falls off so dynamic compression also falls off
> so less advance is required. As rpm rise, dynamic compression falls
> off canceling the rpm advance requirement which is why the advance
> curve doesn't need to continue all the way to the top end. If I
> remember correctly the mixture tends become richer as well, again
> reducing the need for advance so how does this work?

The mixture leans out on top end that one of the two reasons hipro
engines cannot pass emmitions in most cases because that have to run
rich on the bottom end / idle. I think you need to find the auto math
book and do some serious rethinking of your therory.

>
> Can someone explain the reasoning behind these high numbers?

High proformance the numbers you get from me did not come from the
"experts" they came from 16 years of first hand experience so you can
use them or you can go through the process your self.

>
> -- Gary Peters --
>
> (Mine)78 F-150, 2wd, 460, C-6
> (Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
> (Daughter's)92 Tempo
> (Daughter's)92 T-Bird
> (Wife's)94 T-Bird
> (Son's)90 F-150, I6
> (Son's)76 Blue Bird School bus
> All mine to work on, maintain etc..
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Unsubscribe: http://www.ford-trucks.com/unsubscribe.html

------------------------------

Date: Thu, 07 Aug 1997 16:54:36 -0700
From: Mark Richardson
To: fordtrucks lofcom.com
Subject: Re: Help
Message-ID:
Content-Type: text/plain; charset=us-ascii
Content-Transfer-Encoding: 7bit

John Strauss wrote:
>
> >Hello I was wondering if anyone could tell me where I could locate the VIN
> >plate on a Ford F100 Custom Cab. Now the reason for this question is that
> >it would possibly help me identify what year the truck is I am thinking it
> >is a 1961 because that is what the taillamp lense says but I am not sure.
> >Also I think that this trucks engine is different from the original is
> >there any way I can prove this. Any help that can be given will be greatly
> >appreciated.
> >
> It should be on the inside of the driver's door above the latch or on the
> inside of the glovebox door, depending on the year. If you send me the VIN
> I can decode it for you. I assume you recognize the bodystyle as a 61-66?
>
> _
> _| ~~. John Strauss
> \, _} jstrauss inetport.com
> \( Texas Fight!
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use: kpayne mindspring.com
Please Take me off of the e-mail list as soon as possible

Thank you

------------------------------

Date: Thu, 07 Aug 1997 06:33:08 -0500
From: Daver
To: fordtrucks lofcom.com
Subject: Re: 460 Maximum Compression Ratio?
Message-ID:
Content-Type: text/plain; charset=us-ascii
Content-Transfer-Encoding: 7bit

> Edlebrock doesn't make a spread bore do they? I'd love to run a
> Rochester but as I recall they are kind of tempermental? But, again,
> what manifold would I use? Shucks, I'd even run a Holley 4175 if I
> could find a decent dual plane manifold which didn't have lots of
> compromises. I believe the intake manifold and improperly jetted
> carb are my biggest problem right now but I'm just guessing.
>
> -- Gary Peters --

eddlebrock and holly both make spreed bores.

Molater

Daver

------------------------------

Date: Thu, 07 Aug 1997 06:29:25 -0500
From: Daver
To: fordtrucks lofcom.com
Subject: Re: 460 Maximum Compression Ratio?
Message-ID:
Content-Type: text/plain; charset=us-ascii
Content-Transfer-Encoding: 7bit

Kevin Kemmerer wrote:
>
>
>
> i really don't think your two goals are in conflict. all my 460's have had grunt down low, and pulled well into 5500 to 6500 range. my last motor won't rev quite as high, but makes torque in the 3000-5000 rpm range which i have never felt in a "small cube big block" before that easily makes up for the loss at the top. with a smaller stall speed, this motor would be a great heavy truck motor for racing or pulling a 10,000# trailer, with a standard or auto trans (rv converter).
>
> i don't know your tire size, but i run 33" mudders with 3.50 axle gears. this truck was quick and ran on the highway like a sports car on steriods.
>
> sleddog

Another aproach is to take the 2500 to 6500 camcan dial it in for say
1000 to 5000. on a torker this stratagy can give you a great deal more
tork but will usually sacrifice high end horse power.

Molater

Daver

------------------------------

Date: Thu, 07 Aug 1997 19:59:40 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: Re: Advance curves?
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 08:56 AM 8/7/97 +0000, you wrote:
>Since rpm and mixture are the two main determining factors with
>dynamic compression also a considered factor in advance requirements
>how does a street rod survive with 60 degrees?

I have the degrees marked on the harmonic balancer with white out at 0, 10,
20, and 30 - then measured the distance from 0 to 30 and added that length
past 30 to put a mark at 60. How does it survive? It does, that's as far as
I have taken it. I have a tow/RV type cam in it - torque peak is not far
off idle - like around 2K RPM or so. The higher the RPM I go, the less
power I have - that is why the peak RPM the cam specifies is 4000 RPM.


>High performance engines typically have a torque peak between 3 and
>4K which is why the advance is all in by then. As rpm climbs
>volumetric efficiency falls off so dynamic compression also falls off
>so less advance is required. As rpm rise, dynamic compression falls
>off canceling the rpm advance requirement which is why the advance
>curve doesn't need to continue all the way to the top end. If I
>remember correctly the mixture tends become richer as well, again
>reducing the need for advance so how does this work?

Let me answer this with my bonehead reply - the faster the pistons move,
the earlier the spark has to fire to cause the combustion at or near :) the
right time. I tried to go 40 degrees mechanical, but it started to ping on
the highway (with vacuum advance disconnected) so I backed it down to 30.
Crane makes a nice advance kit, BTW.

Ohh - block has stock deck height - heads and block were not milled.
Installed regular Fel-Pro head gasket.

If I were to go down in octane, I would surely need a ride home just after
a few miles away from the gas station :)

Gotta love that $1.30/gal gas!

Mike

_____________________________________________

Email: mikes intix.net
Home Page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.intx.net/mikes

------------------------------

Date: Thu, 07 Aug 1997 20:06:34 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: Re: Holley problems - me too
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 01:05 PM 8/7/97 -0500, you wrote:
>>I have this same problem.
>>
>
>(major snippage)
>

>I suspect your secondaries are opening too soon. Disable the secondaries
>and then try it (as a 2bbl). If that takes care of the problem, you need
>to get a stronger spring for the secondary diaphram.
>
>
> _| ~~. John Strauss
> \, _} jstrauss inetport.com
> \( Texas Fight!
>


Will try that, I'll let the list know what happens. I wish Holley made a
spring that is between the standard and brown spring - sure is a wide RPM gap.

Thanks,

Mike

_____________________________________________

Email: mikes intix.net
Home Page: http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.intx.net/mikes

------------------------------

Date: Thu, 07 Aug 1997 20:34:53 -0500
From: Mike Schwall
To: fordtrucks lofcom.com
Subject: RE: RE: Holley 4BBL questions. ATTN:
Message-Id:
Content-Type: text/plain; charset="us-ascii"

At 01:24 PM 8/7/97 -0700, you wrote:
>No, starts hard when hot, stills bogs down if I try to accelerate hard,
>accelerates O.K. at normal driving pace, but still could use some help.
Idles
>very rough at stop lights.


Three possible problems for the idle problem - blockage in idle circuit,
mixture is set too rich, or float level set too high.

Basically you are running too rich. That is why you are bogging down. Now
why is it running richer with better airflow, but same jet sizes boggles
the mind (at least mine, at the moment). You would think it would run
leaner in this condition. What temperature does the engine run at?


>I stomped on it twice on the way to work to see how it acted. The rest of
the
>time I was either stopped on a so called Freeway, or following someone who
>drove 10 miles and hour under the 45 mile per hour speed limit on the
streets.
> Not much of a chance to stomp on it. It is a 26 mile round trip from home
to
>work and back. With the cover flipped over the truck used a 1/4 tank of
gas, 19
> gallon tank I think. With cover on right side up, 1/8 tank used.

Does the air cleaner have any kind of emission stuff on it? Like
connections for vacuum lines, etc? If it does, let us know what they
are/looks like.


>>Before you get your hands dirty, there are a coupla more questions you shud
>>answer:
>
>>-how well does it run?
>Idles rough, runs smooth going down the road, once up to cruising speed,
35-60
>MPH

Again, looks like an idle circuit problem.

>>-does it start well?
>Starts fine cold, starts hard hot

Is the choke set right? Is it a manual or electric choke? When hot, is the
butterfly valve (choke plate) fully open? Do you have the same starting
problem in the colder months? If not, it could be that the gas station
still is using or still has winter gas and not summer gas. Gas is
formulated differently for different seasons. Winter gas vaporizes quicker
so that it mixes with the cold/cooler air better. Summer gas does not
vaporize as easily as winter gas so that you don't get vapor lock and hard....


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