Tatsadasayago wrote:I should have added that there are two viton seals in the mixture needle well that keep it stable and sealed. There is probably an inch pound or two of resistance as the needle is moved and I can only move the needle by pushing in the XY axis with a good amount of thumb pressure.haminawag wrote:Two things Jim: I'm a little unclear when you described this;
If the threaded collar came out along with the needle how were you able to create the necessary seal between the jet plate and the needle, seems to me it'd be a sloppy fit and allow the needle way too much room to move around, which would of course defeat the purpose of the entire project, what am I missing here?
The other thing is that I think your idea of using a vernier cable is genius. Have you thought of applying this same idea to the Thermo-Quad carburetor? Think of the possibilities, besides the thermo-resin fuel bowl, a single center-hung metering rod post, end mounted floats. I'm thinking about it now because the Carter design is basically what you've come up with instead of metering rods, a manually adjustable jet, so how about a manually adjustable jet made from the existing metering rods, hmmmmmmmm. I wonderrrrrrr. Good post BTW, I like the way you think.
I explained things in more detail in another response if I didn't make enough sense.
Yeah, I love my ThermoBogs! Like the AFB I looked at how to remotely control the AFR by somehow controlling the height of a set of rods....but the complexity of a two or three stage step made my head hurt.
I have a few 625 TQ's with the altitude compensator but never got past how I would fool the aneroid into thinking the atmospheric pressure was different...
I think for a regular Joe who isn't into tinkering, the compensator route might be the way to go. I recall just about all the major carb models had some sort of device for those Colorado rigs that see 7-10k foot elevation changes over a day trip.
Thanks for reading!
Jim
I remember seeing a single 4bbl bathtub intake of Smokeys that he had installed a complex system of sheet metal baffles into, it looked like a nightmare and he'd said it took many hours of trial and error before it would distribute the F/A mixture evenly over a wide range of RPM. But it goes to show what can be accomplished when you have a calibrated flow bench at your disposal. I wish I could think outside the box like him, remember his propeller driven alternator?Tatsadasayago wrote:Yes Ham, my first inclination was to go with either a pyrometer at each port or just two for average. I just simply couldn't justify the cost versus my curiosity.
Smokey Yunik talked about balancing each cylinder at the intake port by epoxying popsicle sticks at the floor of the rich runners to lean them out etc. I've always been fascinated by such things but never had the means to go there.
Anyway, currently I'm running an O2 sensor just after each manifold flange--the G3 and the Edelbrock narrowband unit.
73
Jim
Yes, Smokey was always thinking way outside the box for sure! I had one of his cross ram intakes on a SB 400 that was impressive.haminawag wrote: I remember seeing a single 4bbl bathtub intake of Smokeys that he had installed a complex system of sheet metal baffles into, it looked like a nightmare and he'd said it took many hours of trial and error before it would distribute the F/A mixture evenly over a wide range of RPM. But it goes to show what can be accomplished when you have a calibrated flow bench at your disposal. I wish I could think outside the box like him, remember his propeller driven alternator?
I'm gonna think about your idea used with a T-Q, but an AFR gauge or system of pyrometers is necessary first, a 6 MPG bump in mileage is nothing to sneeze at, and you did confirm this mileage increase? There were no other changes made between the 13 MPG reading and the 19 MPG reading?
Well let's see:Blake wrote:Very interesting and very nice!
How much did all that cost?
I'm betting that a junkyard TBI would cost less and run better and best of all, it's fully automatic requiring no manual adjustment once tuned, even with altitude/climate changes.
Impressive results especially for Hwy 50Tatsadasayago wrote: My previous highway runs netted 11-13 MPG with 4:27 gears and 33x12.50 AT tires. measuring a true 32" height. This run just a week later netted 19MPG for the trip! I did my best not to worry the AFR too much but managed to keep it at the 14.7:1 ration for most of the trip.