If you have inspected the pick up in the tank, and the lines up to the pump and carburetor, and found nothing wrong, then it is likely that your fuel pump just can't keep up. It's pretty easy to just tee in an electric pusher pump near the tank.
That happened to the 455 in my dually. Would run OK but nose over under a load. The Filter in the carb was full of rust (I thought I had removed it! ou: )
So far I've replaced the rubber sections of fuel line, they looked good. Did the clip from needle to float arm, but find its not needed. Going to check the carb. filter. Waiting on new fuel pump. Is Airtex the only game in town for the 350 pumps? That's all I've come across. Still have to drop tank and inspect. On a lighter note I installed my new convertor from JW
I've had problems with Airtex, stayed with AC Delco and never looked back. Carters look good, or that big :dollar: one Larry runs.... What cha get for stall speed?
Before you start rebuilding your fuel system have you done any driving with a fuel pressure gauge to get the true story? As far as a fuel pump I would run this street/strip TA pump if you are sticking with a mechanical fuel pump
You'll love it! And at least you'll know the convertor is working correctly now. Jim's units are tailored for Buicks!
Thanks, Im anxious to drop the engine back in and go for a ride! That's the biggest reason I ordered from Jim, he knows Buicks, builds 'em, above all I trust his knowledge:TU:
You should have just called up Janis Trans down in Akron and had him build you a 200 trans for that puppy. Then got your JW convertor for the trans. Then of course you will need 390 gears to go with all that jazz. Believe me, it won't end with that convertor, and if you get your top end sorted out and decide on the new intake, well then you will just like those 390 gears. . . or so. Be shifting at 6200 or so like Marty. How fast you think you will go now thinking 13.99's in your head? Got the tires and the convertor and the carb damn you just spent a bunch of cash. Where do you think you will be? Look at my location at the top. Ouch! Just messin with ya buddy. :bla: Let's get that Hot Rod going.
LOL, Don't get me thinkin' bud:laugh: The "snowball" has started!! My goal (yeah right) is to get my full weight 350" 3800 lb GS with power windows, seat, cruise, A/C AND 3.42 gears into the 13's................... we'll see!!!!
Went to Norwalk tonite (Friday) First run with the new JW convertor 13.83 @ 97.09 mph 60' 1.987 Second run I leave at 1500 rpm (going easy) 13.74 @ 97.84 mph. 60' 1.967 Didn't make a third pass, it would have been a couple hours wait. I have to get used to the new convertor, doing the burnout is insane, the tires break loose easily, spin, and before I know it the engine is revving to 5 grand, WOW never did that before! Leaving on the last yellow, the front end lifts and slams yah into the seat, what a rush:TU: Rpm drop between shifts is waaaay less then before, the convertor allows the engine to recover a lot faster after each shift. No fueling issues this time either, pulled hard and clean each run. Im going to try leaving at 2000 rpm at BPG, see what that nets me:Brow: Cant say enough about the JW convertor, he hit the nail on the head when he spec'ed it for my combo:TU:
Alright! Right into the 13's. :TU: That cam was just waiting for a converter. As it seems you've already found sometimes less power braking is better than more. If you come off from a lower PB rpm the converter can actually flash to a higher rpm. Every car is different but if you power brake and the car spins or the 60' slows down lower the rpm you're coming off at. Even the weather can make a difference. A hotter day where the power is down will allow a higher PB rpm. I just rolled in from Beaver Springs Dragway which is about 2 hours away. The air was pretty good tonight. Hopefully Summit will have good air next weekend. I know I'm keeping my fingers crossed for next week. What rpm where you shifting at? Whatever happened to the fuel problem?
I have the governor set to shift around 52/5300, so leaving the line, I leave the selector in 2nd, to auto shift first to second, then shift to third manually about 5500, it seems to work well that way, plus I can keep my eyes on the track, LOL Ken from Everyday Performance sent me a .149 inlet and new needle, Thanks Ken:TU: I also replaced the fuel pump with an Airtex pump, I don't know if the old fuel pump was actually on its way out, but since the engine was on the stand while I installed the convertor, I figured hey, now is the time to do it! I also checked (found no issues) and replaced the rubber suction and return line sections on the fuel line. Checked the fuel filter in the carb, it was sturdy and clear, so back in it went. Im wanting to get my mph. higher, I have my timing at 34 deg. total, which seems max. on 93 octane, 36 deg. I can hear and feel the engine plinking (detonation) so to speak, funny word, but that's how it sounds, so 34 deg. it is for pump gas premium. I adjusted the sec. air valve as loose as I dare go, any looser they flop open with a push of the finger, BUT it doesn't bog at all like it did with the TCI convertor. My theory on that is with the looser convertor, the engine doesn't see as big a load down low and is able to ingest the air/fuel sooner. Am I on target? I also ordered "CE" sec. metering rods per Kens advice, BUT before installing them, I want to get repeatable times, so I know I hit the wall as far as mph and theres no more to offer, THEN I'll put the thinner rods in and see what happens. Oh, then theres the SP3 intake, but I don't have it yet!
That is awesome! Knew there was plenty on the table with your setup. You are exactly right, get consistent times then you know to tune from there. Make as few changes as possible so you know where your improvements are coming from
Congrats Mark! You're moving now! Love the 60ft. and yes I like your thinking on the secondary air flaps.
Nice job. Mark. I felt there should be even more in your combo. Very low 13s or possible a dip into 12 if you jump on the sp3.
