Car still missing intermitently

[HITMAN]

Maybe the term is just what you younger guys use, I don't know, but I saw it plastered all over Hondatech when I was researching a project I have since shit-canned. I just took it as some ricer bullshit. Whatever...

Valiant's suggestion on your advance curve is right on. You want it as early as possible, provided the engine doesn't ping.

Too bad about your headers, as replacements are never cheap and they certainly are no fun to install.

It sounds to me like to may have the primary throttle blades open just far enough to uncover the idle transfer slots. It's easy to do and it can lead to a slight off-idle stumble such as you describe. You can fiddle around with opening up the secondary throttle blade stop so that the car will idle at speed while leaving the primary closed enough to keep it from stumbling, but for the sake of expediency, I would just use a larger primary pump squirter nozzle. If you decide to change nozzles, then go up three sizes. Example: If the primary nozzle is stamped "28" then you are going to want a "31". This will supply fuel to the engine sooner and should help cover up a lean stumble. It's not truest way to tune but it will get you going toward a fix sooner than fiddling around with the idle transfer circuit will.

[GRM-REPR]

Well I appreciate all the members who tried to help. P. Valiant came over and he laid a vast amount of knowledge onto me about the set up I have, and tuning a Holley better with a vac gauge.

We ended up setting the base timing to roughly 18* with 21* initial. He showed me how to tune the primary adjustment screws and idle screw. The stumble seems gone for the most part, although it slightly did it when I put it away.

Looks like I'd be much better off with a vacuum advance dist, and a vacuum secondary carb. I wish I would've known that before everyone (no one on this site) told me to get a mechanical dist on the car. I basically just replaced what was on there with an updated part number.

Anyone out there want to trade a vac dist, and vac secondary carb for a mech carb and a Holley 650 double???

Thanks again for all the help.

[juicedimpss]

Well I appreciate all the members who tried to help. P. Valiant came over and he laid a vast amount of knowledge onto me about the set up I have, and tuning a Holley better with a vac gauge.

We ended up setting the base timing to roughly 18* with 21* initial. He showed me how to tune the primary adjustment screws and idle screw. The stumble seems gone for the most part, although it slightly did it when I put it away.

Looks like I'd be much better off with a vacuum advance dist, and a vacuum secondary carb. I wish I would've known that before everyone (no one on this site) told me to get a mechanical dist on the car. I basically just replaced what was on there with an updated part number.

Anyone out there want to trade a vac dist, and vac secondary carb for a mech carb and a Holley 650 double???

Thanks again for all the help.

i bet i have a few HEI's and good q-jets laying around

[GRM-REPR]

q-jets

[juicedimpss]

ive gone into the 1s with a q-jet,at well over 4000lb race weight

[GRM-REPR]

ive gone into the 1s with a q-jet,at well over 4000lb race weight

I know for a fact you know your carb stuff MUCH better than I do, however, I'm not willing to trade a Holley for a Q-Jet. I remember those carbs from when I used to have carbed' setups, and I said I'd never deal with them again.

[juicedimpss]

I know for a fact you know your carb stuff MUCH better than I do, however, I'm not willing to trade a Holley for a Q-Jet. I remember those carbs from when I used to have carbed' setups, and I said I'd never deal with them again.

to each is own,id personally rather have a jet than a small holley,anything less than a dominator.

[GRM-REPR]

to each is own,id personally rather have a jet than a small holley,anything less than a dominator.

So what are you running on your Imp?

[Flight_740]

So what are you running on your Imp?

I think it's back to stock now??? Fuel injected.

[juicedimpss]

So what are you running on your Imp?

the imp is injected,the next imp will have a dom

[GRM-REPR]

the imp is injected,the next imp will have a dom

It was revealed to me that the current setup I have is too finicky, so I'm trying to see if anyone has the necessary components to make the engine run the way I thought it would've with the stuff on there now.

I'm really not interested in racing the car at all, or looking for the fastest time. I would just like it to be more smooth like F.I. I seem to have gotten a lot of bad advice (again, no one here is involved).

I wish I knew about all this garbage before. Oh well, live and learn.

[Prince Valiant]

It sounds to me like to may have the primary throttle blades open just far enough to uncover the idle transfer slots. It's easy to do and it can lead to a slight off-idle stumble such as you describe. You can fiddle around with opening up the secondary throttle blade stop so that the car will idle at speed while leaving the primary closed enough to keep it from stumbling, but for the sake of expediency, I would just use a larger primary pump squirter nozzle.

This is basically what was going on...

With the initial timing off, and the idle speed adjustment screw set too high, the transfer slots were exposed leading to poor performance.

We did set it at 18* initial and things were really clearing up witht that alone. Got the idle down from ~950 to ~700rpm's or so, then cut the car off. Put the idle mixture screws all the way in on both sides and backed each out exactly 2 turns...so that we knew we were at the same starting point for each screw. From there, using the vac gauge just made minor adjustments until highest vacuum was recorded, and onto the next screw...until best setting was acheived.

Car is a nice car, and has a great sound. Cam doesn't seem all too wild, as the engine pulls ~ 14 inches of vacuum in nuetral.

We did talk about going through and working with the accelerator pumps, etc, however, based on his goals and usage I felt that his best option was to just go with vacuum secondary holley for streetability and sacrifice a little performance. As well, I also think he could benifit from a vacuum advance distributer as again, per his goals and his moderate cam, gears, driving style, he'd gain some advantages getting some increased advance on the hwy and while cruising around...

It was nice meeting you jon
That's a great car you've got there too...

[Flight_740]

He's a big S.O.B. huh?

[Prince Valiant]

He might be an inch taller than me...probably has a good 30-40 lbs on me though, lol.

[Nix]

He's a big S.O.B. huh?

Hes a big piece of shit!

[Flight_740]

Hes a big piece of shit!

I wanted to say that but he's bigger than me.



Just playin john.

[GRM-REPR]

Hes a big piece of shit!

You are no longer my brother......

[Nix]

You are no longer my brother......

What and you think I asked or like being related to you??

[HITMAN]

This is basically what was going on...

With the initial timing off, and the idle speed adjustment screw set too high, the transfer slots were exposed leading to poor performance.

We did set it at 18* initial and things were really clearing up witht that alone. Got the idle down from ~950 to ~700rpm's or so, then cut the car off. Put the idle mixture screws all the way in on both sides and backed each out exactly 2 turns...so that we knew we were at the same starting point for each screw. From there, using the vac gauge just made minor adjustments until highest vacuum was recorded, and onto the next screw...until best setting was acheived.

Car is a nice car, and has a great sound. Cam doesn't seem all too wild, as the engine pulls ~ 14 inches of vacuum in nuetral.

We did talk about going through and working with the accelerator pumps, etc, however, based on his goals and usage I felt that his best option was to just go with vacuum secondary holley for streetability and sacrifice a little performance. As well, I also think he could benifit from a vacuum advance distributer as again, per his goals and his moderate cam, gears, driving style, he'd gain some advantages getting some increased advance on the hwy and while cruising around...

It was nice meeting you jon
That's a great car you've got there too...

When my RR had iron heads I used to run an old Holley 950 3bbl. That old dinosaur was a vacuum secondary carb that I really like but it was lazy down low. I put the big 50cc pump on it and played with pump cam and nozzle sizes. Once I got it dialed in, it would 60' like my 750 DP but it made about 2 more mph on the big end, so IDK if I'd say that he'd be sacrificing any performance over that 650, provided someone walks him through the tuning process.

Put the lightest secondary spring in the car that will support WOT without bogging and tune that accelerator pump to within an inch of it's life and it will kill that 650, in both performance and mileage. I also concur with the choice of a vacuum advance distributer over the mechanical. That extra part throttle advance along with the stronger metering signal being applied to the primary main circuit will really help him out at cruising speeds. Good choices.

[HITMAN]

good q-jets

There are no good Q-Jets. There are only Q-Jets that are totally out of adjustment and already in the scrap heap and those waiting to go out of adjustment and their turn at the scrap heap...

Ron, I know you had a lot of success running those old reprobate carbs, but lets not forget that the ETs and speeds you were running weren't exactly made on nuts. The gas will cover up a lot of poor N/A choices...


While I agree with the concept, the actual carburetor itself leaves a lot to be desired. The Carter Thermoquad was a much better and newer design based on the tiny primary/huge secondary philosophy but it was attached to a lot of shitty Lean-Burn Chrysler junk and never had the fan base that the GM stuff developed.