TSP Level 2A-R Prototype Specs and testing (Larry's motor)

I e mailed AED. I'll post their response. My fellow NE clubmember, Bob Christo has the same carburetor, same issue. Other than that, it ran flawlessly for me. Did you have to re jet it any Jim?

 

:laugh: :laugh: She doesn't listen to you either. :moonu:

 

E mailed John Dickey, owner of AED Performance.

Hi John,
I've had one of your 1000HO carbs on my 455 Buick engine for about 4 years now. I get great performance and decent gas mileage out of it. In short, I'm really pleased with it. There is one thing though. I've always found that the engine wants to stall when I brake moderately. I have to keep my foot on the gas as I come to a complete stop, otherwise, it will stall. One of my other Buick friends with the same carburetor noticed this also. I've tried adjusting the float levels, but it persists. Other than that, the carb runs flawlessly. Any fix for this?





This was his reply.

Hi Larry:

You are absolutely right about this problem. Here’s what’s going on. When you get on the brakes g-forcs is actually pushing fuel through the rear main jets up the main well in the metering blocks then through the boosters. Since the throttle is closed it’s actually flooding the carburetor a bit, or richening up the mixture at idle under the braking conditions. It’s much more of a problem with larger carburetors because of the bigger jet area letting more fuel through. Holley actually makes a metering block they used on 850’s years ago (maybe they still do) that has a 90 degreee cross well that makes it harder to pull fuel through. It works ok, but it kills performance, by a tenth or more, since it’s harder to pull fuel. Another option is using a rear power valve Larry so you can reduce the rear main jets. This will help but if you see a fair amount of g-force on launch you can have a lean spot as the power valve becomes uncovered by fuel. So a bit of a catch 22. Since most of our 850’s & 1000’s are used for pro-street/ bracket applications we take the safe route. If you don’t use slicks on your car, & have a good fuel pump, & you want to make this better you can install a rear power valve & jet down the secondaries about 8 jet sizes. This will help. Also a little higher idle speed & a little lower rear float setting. Hope this helps Larry. Let me know if you have any questions. Your new engine sounds pretty impressive!!!



Take Care



John Dickey

AED Performance

2530 Willis Rd.

Richmond, VA 23237

804-271-9107 Ext:11

jd@aedperformance.com

www.aedperformance.com

 

That's awesome Jim,
That will answer a lot of questions for me and everyone else contemplating useing one of these roller cams. The AED carburetor felt great on my previous engine, and it did out perform my John Osborne Q -jet, but driving it around on the street, I had to step on the gas just a bit with moderate braking. Getting Cliff to build a super Q-jet is a great idea. It would allow him to showcase what his carbs can do and how they stack up against the larger Holley carbs. I can't wait to see this.

 

I wasn't planning on doing that. I want to initially use the AED for awhile before I start experimenting. I'd love to have the option of a Ruggles Q-jet though.

 

Mike,
It will be interesting to see if there is a power difference between a box stock Holley HP1000 and my AED carburetor. I know the HP Holleys don't do this. Jim should be able to help us answer that question when my motor goes back on the dyno.

 

Jim,
Can you post some pictures of the engine with the stock chrome valve covers? Kinda curious how it looks.:TU:

 

Looks awesome Jim! What kind of oil should I be using with this engine? I just ordered the new 1/2" pick up from Robb MC. He informed me that he won't be able to ship it for 10 days. I should have the Aeroquip push lok hose before that. I also want to remove the rest of my A/C and install a delete plate. Should make it much easier for the engine swap. I'm almost done with my engine. Hopefully it runs good and I can drive it down to Yardley's shindig on May 14th. Thanks for the pictures, can't wait to see the dyno results.:TU:

 

It's not a 290H, it's a 290HR, a roller equivalent to the flat tappet 290H. The roller cam that was dynoed in my engine was 234*/247* on a 113 LSA. My heads flowed 334/250 @ .600 lift. Jim felt I could make even more power across the RPM range with a straight pattern cam like the 290H. It is 238*/238* on a 112 LSA. Think about it, I don't need such a heavy exhaust split with these heads. The 290HR will have 4* more intake duration, and a 1* narrower LSA. It has 9* less exhaust duration, which I do not need, and the overall overlap will be the same or less, so it will idle just as good. Can't wait for the engine to go across the dyno again. Stay tuned:laugh: :kodak: