Carbureted. No return line. Fuel pump is a Dead-Head fuel pump - no return line needed. Regulator is a Non-Return regulator.
Its still there,goes down to the front cam bearing and isn't needed on 70 and up motors.I've seen oil seep past the gasket and down the front of the motor.When the head is off find a freeze plug the right size or tap it and put in a plug.since the hole goes to the front bearing stuff a small rag into the hole prior to tapping then blow it out with low pressure then remove the rag .works for me. gary
It's just the result of drilling the block to connect the left lifter galley with the front cam bearing...the drill has to come in from somewhere. The left side hole did double duty on the 400/430, they just left the operation in place for 455 production since it caused no issues and still got the internal oiling taken care of. I've had no problem with leakage at that spot since switching to the aluminum heads and pushrod oiling. I'm using Fel-Pro blue head gaskets. Devon
Thanks! I just spit tea all over my laptop! Now, I don't care who you are. That there is funny! :TU: :laugh: :grin:
Figure out the problem yet!!!!! Ive been readin this thread off and on this weekend.Also you ever take a gander at that posi unit?I hope I cleaned it well enough.Take care good luck!Russ
OK. Dyno Day. We ran out of time to swap cams, but here is what we found out. This engine has a flat spot between 4200 and 4900 RPM. Then it takes off again to 5500. Did it on every run all day long. Which is exactly what I've been saying all along! So I wasn't imagining it. With my Pro Systems 950HP carb: HP=447@5300 TQ=530@3000 With an out-of-the-box Holley 830HP carb: HP 443@5100 TQ=527@2900 But it accelerated MUCH quicker to 5500 with the 830 than the 950. With an out-of-the-box Holley 950HP carb: HP=440 TQ=515 And it took longer to get to 5500 than the 830. A/F ratio was rich no matter how lean we jetted it and which carb was on it. Between 10.5 and 11.5 at WOT. We don't know for sure if the equipment was hokey or what, but they said it has never shown an engine to run so rich regardless of how lean we made it. We even ran it so lean as be down on power and it STILL showed between 10.5 and 11.5! Weird. No matter what we did with tuning the flat spot remained there and allowed us to run through it to 5500. It likes total timing of 32*. The dyno guy (who dynos all Kenney Koretsky's engines) said it really took off with the 830 carb. Apparantly my BBB doesn't like more carb OR more timing. Go figure. We believe that the flat spot could be cam related and will swap in the new Scott Brown cam and be back at the dyno next week to see what we get. I will also be running a Quick Fuel 850 annular carb there as well. We can rule out lifters because if the lifters were crashing they wouldn't allow us to pull through to 5500. We will also be swapping on an older B4B if we change cams and the flat spot remains. It is possible it is the intake, but we won't know until we try.
Jeff I'm glad your finally getting somewhere!! Sounds like the cam shaft. You'll be running in no time!!! And faster than before!!!
There was a post here in the past about a port flow 'hiccup' where the flow got weird. I don't recall if it happened at a certain amount of lift, or if it happened at a certain rpm.....Anyone remember that discussion?
Found it. The turbulence happens during flow bench testing. Probably not related to your problem. It's still a good read: http://www.v8buick.com/showthread.php?t=84145
Yo bud ... Whatever i have and you need for the next dyno day is yours including ripping off BigRed's SP1 and HP1000. Also have an Olllld brand new set of johnson lifters (before the bad-one days) ... Yours for the asking
First thing i thought too was to have you look it over... DynoGuy's printer was inop and yards didnt get a data disc b/c its in a funky format ... Told him you prolly have the software to read it and to get it ...May take a day or 2 Any ideas why what they did they couldnt lean it out ? Im thinking bad data source but if not ...?
Yup, if the guy has a superflow, and the file extension is .sfd then I can read the disc info.. Get the disc and email the contents. Jeff, did the guy have O2 sensors or the Airflow turbine on the engine.. or both? I am not surprised it doesn't like the 950, 450 HP motors typically don't, I am sure I have dyno tests that show that, on that type of engine. Typically you need to get up around 500 HP, to have enough airflow to make those carbs work, especially the 950. Allen, your 1000 HP would function better, but it would make no more HP than a Q-jet.. maybe less.. JW
I don't know what an airflow turbine is, but I don't believe it was hooked to my mill. They use O2 sensors with a separate handheld device to read the info. I will get data files next week and see if anyone can print them. I'm looking online for a replacement printer for him right now. Here is what I wrote down from the best run of the day - with my ProSystems 950: RPM TQ HP 4294 519 424 4400 515 431 4500 508 435 4600 497 435 4700 489 437 4800 480 439 4900 470 439 5000 462 440 5100 ..... 443 5200 ..... 443 4300 ..... 441 4400 ..... 435
