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Non-FE Discussion Forum / Distributor timing recurves.
« on: October 22, 2023, 10:08:17 AM »
Last question for now, sorry to bomb the forum-
My distributor was "recurved" back in about 1977 when light springs and "all in by 3000" was the common standard.
And the distributor machine was lost in a fire in about '79.
I want to re-do it to limit the centrifugal timing and run more initial, as is the common modern method.
Now, I have had these things apart enough to be familiar with it being a minor hassle to get at that mechanism, and I am seeking any tips as to hopefully not have to do it multiple times.
What specific method for limiting? How much? Any experience to share?
My distributor was "recurved" back in about 1977 when light springs and "all in by 3000" was the common standard.
And the distributor machine was lost in a fire in about '79.
I want to re-do it to limit the centrifugal timing and run more initial, as is the common modern method.
Now, I have had these things apart enough to be familiar with it being a minor hassle to get at that mechanism, and I am seeking any tips as to hopefully not have to do it multiple times.
What specific method for limiting? How much? Any experience to share?
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Non-FE Discussion Forum / Fuel system plumbing "trends"
« on: October 22, 2023, 09:52:41 AM »
I am re-plumbing a car originally done in the 70's
It was originally done with one of those big Fram paper cartridge deals (I think it was an HP-1?) that was common in the day.
As was shown in the old Holley fuel pump directions, it was placed before the pump, which worked fine, but never seemed like an ideal plan to me, for several reasons. (Holley technical engineer Mike Ulrich once confirmed my thoughts and basically said, "yeah, you shouldn't do that")
Anyway, on to modern times. It seems the current trend is to place a courser screen style filter as a pre-filter, and a finer screen filter post regulator near the carb. I am wondering if the pre-filter is even necessary. I have a brand new Holley "Black" pump, (Same as the "blue" but higher volume, totally overkill but its been sitting here on my shelf for 25 years or so) and I am thinking many thousands of these blue/black pumps were installed over the years relying solely on the little internal screen for pre-filtering...
Any thoughts or experiences welcome.
It was originally done with one of those big Fram paper cartridge deals (I think it was an HP-1?) that was common in the day.
As was shown in the old Holley fuel pump directions, it was placed before the pump, which worked fine, but never seemed like an ideal plan to me, for several reasons. (Holley technical engineer Mike Ulrich once confirmed my thoughts and basically said, "yeah, you shouldn't do that")
Anyway, on to modern times. It seems the current trend is to place a courser screen style filter as a pre-filter, and a finer screen filter post regulator near the carb. I am wondering if the pre-filter is even necessary. I have a brand new Holley "Black" pump, (Same as the "blue" but higher volume, totally overkill but its been sitting here on my shelf for 25 years or so) and I am thinking many thousands of these blue/black pumps were installed over the years relying solely on the little internal screen for pre-filtering...
Any thoughts or experiences welcome.
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Non-FE Discussion Forum / Holley carb questions/discussion.
« on: October 09, 2023, 08:07:26 AM »
Moving this here because it is more general than FE specific...
General question:
In reviewing carb specifications while identifying some of the box of parts in my collections, I noticed that CFM ratings seem to be a little random.
For example there is of course a large group with the same sized throttle bores, and the same sized venturi, rated anywhere from 715, 730, 750, then another set of venturi rated 780, 800, etc. while the remaining variable- boosters, seem to appear identical.
Thoughts/experience?
Specific question:
The 3310-1 I have run on my "hot street/strip" 390 for years has "corrector tabs" on the primary boosters.
In reviewing my memory and vintage data sources, this was engineered to improve mixture distribution on a specific intake manifold- being in fact another brands factory dual plane which would have had an open plenum.
I am running it on a dual plane divided plenum (Vintage 427 Shelby "sidewinder")
Any technically minded folk here care to opine on the effect of this?
General question:
In reviewing carb specifications while identifying some of the box of parts in my collections, I noticed that CFM ratings seem to be a little random.
For example there is of course a large group with the same sized throttle bores, and the same sized venturi, rated anywhere from 715, 730, 750, then another set of venturi rated 780, 800, etc. while the remaining variable- boosters, seem to appear identical.
Thoughts/experience?
Specific question:
The 3310-1 I have run on my "hot street/strip" 390 for years has "corrector tabs" on the primary boosters.
In reviewing my memory and vintage data sources, this was engineered to improve mixture distribution on a specific intake manifold- being in fact another brands factory dual plane which would have had an open plenum.
I am running it on a dual plane divided plenum (Vintage 427 Shelby "sidewinder")
Any technically minded folk here care to opine on the effect of this?
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Private Classifieds / SOLD: Vintage Hurst comp+ shifter for toploader
« on: October 03, 2023, 05:47:25 AM »
Everything appears to be here except one of the countersink bolts for mounting the plate to the transmission.
Old. I am not sure, but the plate looks more Ford than Hurst? Could be a factory install? Maybe?
Make an offer.
Old. I am not sure, but the plate looks more Ford than Hurst? Could be a factory install? Maybe?
Make an offer.
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Private Classifieds / SOLD: Vintage mechanical tach drive cable
« on: October 03, 2023, 05:41:11 AM »
Way back in prehistoric times I ran a magneto. One needed these to drive a tach.
Anybody need this?
Cheap plus shipping.
(Oh, the antique cast iron FE thermostat housing is free plus shipping to anybody who wants it too)
Anybody need this?
Cheap plus shipping.
(Oh, the antique cast iron FE thermostat housing is free plus shipping to anybody who wants it too)
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Private Classifieds / MEL (I think) Exhaust manifolds
« on: October 03, 2023, 05:35:42 AM »
These have been entertaining the cobwebs in the way back region of my shop storage for.... decades.
Thought I'd offer them up here before doing anything rash.
3-Pcs
C6VE-9431
C6VE-9430
C6VE-9430-A
I believe the suffix "V" makes them Lincoln Continental- I honestly have no recollection of where they came from or how they ended up in my possession. I have never had a need for Lincoln Continental manifolds. Maybe it was a long forgotten mistaken identity.
Anyway, it's a stretch, I am not looking for anything more than enough to cover shipping (Yeah, they are kinda heavy!) and perhaps a little to cover packing them up.
Anybody have any use for these?
Thought I'd offer them up here before doing anything rash.
3-Pcs
C6VE-9431
C6VE-9430
C6VE-9430-A
I believe the suffix "V" makes them Lincoln Continental- I honestly have no recollection of where they came from or how they ended up in my possession. I have never had a need for Lincoln Continental manifolds. Maybe it was a long forgotten mistaken identity.
Anyway, it's a stretch, I am not looking for anything more than enough to cover shipping (Yeah, they are kinda heavy!) and perhaps a little to cover packing them up.
Anybody have any use for these?
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FE Technical Forum / Carb questions
« on: August 27, 2023, 09:20:48 AM »
Back story:
Car has been sitting. A long time.
Pulling the cover off and examining, it looks like a long lost barn find.
So I am thinking, clean things up, see if I can get it running and primarily, see if I can pick up where I left off as far as tuning and tweaking.
First order of business, re-plumb the fuel system, clean out the carb, fresh pump and filters, etc.
The car was built in the 70's when steel braided hose and AN fittings were all the rage. It's been previously re-hosed for the common hose deterioration reasons multiple times over the decades, but I am thinking this time around the dated looking blue and red fittings and stainless hose gotta go.
Modern black synth lined hose and black fittings ordered. Filters, still researching. But the old Fram HP1 has to go.
So I pulled the carb expecting the usual deposits of dried sludge crud, but it's not too bad! A little clean-up and freshening should do it.
Sorry- heres my question, or maybe just info to discuss. I was running a 70's vintage Holley 780 vac on a warmed over 67' 390 GT.
My memory is that the last time I messed with it I had bumped the primary jets one size up for testing and decided to go back. (Looking at the original spec data sheets from Holley, they list the original sizes as 71/76). Upon inspection, I find I had last installed 72/80.
My question is about the secondary. I recall it being common to maintain approx. spread of 5 or 6 sizes, and the original spec sheet bears this out. Was I a little out to lunch here? Or am I over thinking this?
It's been a while, but I have messed with Holleys quite a bit "back in the day".
Any thoughts from the mind-hive welcome.
(I have more questions, but this this gotten long for starters.)
Car has been sitting. A long time.
Pulling the cover off and examining, it looks like a long lost barn find.
So I am thinking, clean things up, see if I can get it running and primarily, see if I can pick up where I left off as far as tuning and tweaking.
First order of business, re-plumb the fuel system, clean out the carb, fresh pump and filters, etc.
The car was built in the 70's when steel braided hose and AN fittings were all the rage. It's been previously re-hosed for the common hose deterioration reasons multiple times over the decades, but I am thinking this time around the dated looking blue and red fittings and stainless hose gotta go.
Modern black synth lined hose and black fittings ordered. Filters, still researching. But the old Fram HP1 has to go.
So I pulled the carb expecting the usual deposits of dried sludge crud, but it's not too bad! A little clean-up and freshening should do it.
Sorry- heres my question, or maybe just info to discuss. I was running a 70's vintage Holley 780 vac on a warmed over 67' 390 GT.
My memory is that the last time I messed with it I had bumped the primary jets one size up for testing and decided to go back. (Looking at the original spec data sheets from Holley, they list the original sizes as 71/76). Upon inspection, I find I had last installed 72/80.
My question is about the secondary. I recall it being common to maintain approx. spread of 5 or 6 sizes, and the original spec sheet bears this out. Was I a little out to lunch here? Or am I over thinking this?
It's been a while, but I have messed with Holleys quite a bit "back in the day".
Any thoughts from the mind-hive welcome.
(I have more questions, but this this gotten long for starters.)
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