dyno run on my old +2

[tdafforn]

Hi Dave,
Thanks for the advice...
The books I have on Dells say don't touch those nuts unless it is a last resort..
(Mind you similar advice hasn't stopped me doing other things!)
I hear what you are saying about the jets only changing duration.
So a smaller jet size means longer pulse?
If so then I might try a smaller one as a longer pulse means less fuel per second which should reduce the bogging..
If it doesn't work then I'll get to work on those nuts..
Cheers
Tim

[M100]

I don't want to fight with you over this stuff. That nasty behavoir stuff goes on over on the mailing list and it can stay there. This forum is for the polite folks that just want to get on with it and resolve the problems they are having.

Eh???

The mailing list is just as friendly as here (and a damn sight easier to use)

[john.p.clegg]

Have i missed a posting here?-"don't touch those nuts"
I hope you are referring to the stroke adjustment for the accelerator pump-which i think the webbers don't have?
I am still waiting for my last tune-up man to recall me to finish the tune-up when he can get hold of the right size pump jets!!!!-maybe he thought they were webbers?
John

[type26owner]

Tim,
Do your homwork first before rushing off and ordering an AFM. At last count several months ago there were 6 manufacturers with NGK being the latest. I'll bet Bosch will not be left behind.

What you want to make sure is the electronics gives a 100% readout at a time interval of at the very least 100 milli-seconds or faster. The old units would do what is called T63 performance. At each time interval it would approach the correct value at 63% steps until after like 5 steps it would get there. You cannot see the misfires, pump shot and all that goes on with something that goes that slow.

Martin,
I stopped posting over there when some mean-spirited people started to habitually flaming me. It's not funny to get flamed by a moron and be too polite to fight back.

In this forum that's not allowed. I've been hoping since abuse is not okay here that the likes of Dave Bean, Tony Thompson and the others that I'm sure just lurk here would feel comfortable to speak up. Unfortunately that has not happened.

Jeff Cocking,
I just started lurking the http://www.srtforums.com/forums/index.php since my wife replaced her defective C5 Corvette with the last SRT4 available in the SF Bay Area. (Wow, what a performance car for the price!) Anyway, what's cool is they have a place on the forum to pose questions directly to the Mopar engineers. The engineers answer those questions about once a month. They get the info directly from the folks that did the work and their insights too. Could we have something like that here, pretty please? I don't know if that would lure the elite crowd to post here but it might. Please everyone if they come out be on your best behavior.

[tdafforn]

Hi John,
Given the weather here it is probably best not to touch your nuts, they'd probably drop off!!
But yes, we are talking

stroke adjustment for the accelerator pump

...
Not sure why your tuner is having trouble getting the jets, just emailed for availabiltiy at dellortos in the UK, and they have them in stock..
Cheers
Tim
PS Keith, what O2 sensor do you have?

[Dave-M]

Tim, Please take this in the spirit intended.
Applying logical thought to your problem of apparent excessive pump jet discharge. Do you think this has been a problem from when the car was brand new? I tend to think this is not the case, assuming that at some time in it's past 30 + year life it ran well with the original setting, the most probable cause of the change has to be incorrect adjustment of the pump stroke by a previous owner. Changing the pump jet may cure the problem or may not but returning the carbs to factory settings will fix it.
Best of luck which ever way you go
Regards
Dave

[type26owner]

Tim,
I bought mine from InnovateMotorsports when they first started. It was within the first two months it hit the market. They started this whole craze and let me add Klaus is a brillant guy concerning the physics of combustion. Because they are small startup business the software is crude and buggy but once you become familiar with the known issues it works well. I fully expect them to get bought out here soon by some bigtime player and survive. If you buy from them I suggest you buy everything you'll ever possibly need and spares just in case. I don't think all 6 companies can make lots of money for very long.

[Matt7c]

Keith,
I tried your WOT test today. All it told me was that I need a new clutch!! At 15mph (or any speed above it), WOT in 4th caused the clutch to slip for about 5 seconds until the speed rose enough for the clutch to bite again!
Matt

[type26owner]

Matt,
It continued to run so the emulsion was flowing from the main circuit at that rpm. What is 15mph in terms of rpms on your car?

This test corresponds well with the classic raise the idle speed up slowly with the speed screw while stationary and find a flatspot were the engine may not accelerate through at all if it's really bad. When I first started tuning mine it would hang at around 2500 rpms and take several more turns of the speed screw until it finally got past it. The engine would completely die below 2000 rpms when I did the WOT test. That was with the stock jets still installed and the carbies refurbished. Glad those days are long gone!

You've probably not got this problem from the sounds of it. Test completed.

Oh, the other day I mentioned getting a surging from the main circuit if it does not start flowing at the correct rpm. Well you can get exactly the same symptom from having the AFR off too. Mine would surge when the AFR was 14:1 and at a cruise throttle setting. At 12:1 it's as smooth as a baby's behind. Might bit touchy for such a small difference.