I set my T/A rollers @ 5/8" turn, ....... to let all the parts get to know one another...........no readjust needed after 1,750 miles. Used to run chevy hydralics @ 3/4 to 1 turn years ago.
If you need to re-adjust with roller lifters you have a lot more problems to worry about. :eek2: Derek
Only true test is with the intake off, measure clearance between the retainer clip and the plunger. If it ever gets to where the plunger hits the clip it does not take much for the clip to be forced out.
So now what carbs are you guys going to couple with the SP3. Holley, Speed Demon Q-Jet, Carter, Thermoquad, Summit sell them you know. How about cam and timing, compression. What is your choice, what size you going to run. How about spacer what kind you like. 4 hole big hole, Wilson taper. So many choices so little time. What are you going to do with fuel system. How about Nitrous have bosses for that. Inject some nitrous that will wake up the motor. I went 11.81 with 125 shot what is 200 going to do now that intake will take it. :shock:
Like I said before Guy, the quickest passes with a SP were using a Qjet carb I've said this for years, " the engine doesn't know what brand it is, so build it how its right for the application" How the heck does it know what brand carb your using a well??? AS long as the carb is sized and jetted/tuned correctly ,then any brand of carb can be made to work with little if ay performance difference at this level of power!!!!
I don't think the idea here was so much the brand or maker of carb, but whether or not it was square bore or spread bore, and the CFM size (and secondary accelerator pump). So far there's conflicting statements, so I guess more testing is needed to find the right combination. What works on one won't necessarily work on another, so I can concede that a spread bore may do just fine on it, though it seems a square bore with good velocity would be the ticket on an untouched SP3 and a moderate setup. Though in the Qjet's defense, it does a fine job of regulating the CFM based on the engine's demand. That's why it does so well on dual planes. Touche' I guess. Gary
Yeah I know that the engine does not know what carb it is using. You did not answer the question. you made another statement. No one has even tried a DP Holley yet. So I guess right now the QJet made the best pass. All I wanted to know is what was everyones plans for the use of the SP 3 jeez. You left the 350 world but if you came back how would you build it. Can't put a nitrous plate under a QJet.
I REALLY like my Q-Jet, BUT I believe, from my track times, that the Q-Jet is not the best match with the SP3 for MAXIMUM performance on MY ENGINE without tweaking it, which is beyond my capabilities. The bog I can tune out by tightening the air door spring, but then it opens too slow. The Holley Vac Sec. felt stronger on the primaries (larger primaries) than the Q-Jet, BUT the vacuum secondaries suck!! So Im wondering, felt stronger on larger primaries, MAYBE a larger carb all the way aroundo No: For sure double pumper tho on the SP3.
I'm running a Barry Grant 650 blow thru with the SP3 and this thing is running good! However I am cramming 10lbs of boost down its throat. Unfortunately never got it to the track & the track is now shut down for the season.
Why???? No offense , but why is your engine so special???o No:o No: Any carb you use needs to be tuned so that's not really a valid excuse The SS combo runs a much larger cam ,so idle vacuum and low end is less than what you have making carb tuning harder, not easier Not bashing but you need to put in the work to get the results At full throttle there is not a rats difference in what the engine see between carbs as long as they are sorted out Tons of combos run hard with a Qjet- just takes effort is all:TU:
LOL, no offence taken, I just don't want anything I say or find out (which isn't much yet) to be taken as a blanket statement for the SP3 on the 350, only saying what I find out what works (or seems too) or doesn't work is on my particular combination.
No one here is beyond learning anything new from time to time. If we can just learn how to swallow some pride and admit a few things, tension will dissipate. This isn't directed at you per se, but to anyone and everyone, myself included. I wasn't always such a nice guy. :bla: It's amazing just how much better everyone will feel when we can just get along and laugh at ourselves. Gary
Just sayin', you can make ANY carb work with enough tuning, as one other person on the forum said recently. It's true! Optimization is going to be downright difficult to achieve without the aid of computerized controls such as what we see on modern engines. We're all doing this by hand which makes it much more difficult. It's what makes it all so fun (and frustrating). When the OCD kicks in and perfection is impossible, it can drive you absolutely insane! It's a good lesson for ourselves to learn how to say 'it's good enough'. It's one of the things I learned along the way with racing, that no matter what you have or how fast it is, someone out there is always going to have something that's faster. So ta hell with it. Just have FUN! Gary
Just watched a video on You Tube on intake manifolds, the guy seemed pretty damn smart, mostly talking about single planes, theory, plenum area, design, boundry layers, the pressure waves that reverts back into the manifold from the intake valves closing (forget what its called) A computer generated image of air and fuel flow inside, it was an hour long, very interesting:Smarty:
