As I mentioned prior when we were discussing the swap to a dual plane on your other motor... they're MUCH less sensitive to fuel curve holes than single plane is. But.. that doesn;t change the fact that you still need to give the motor what it wants to make best power and transition through the holes. Another thing to watch out for when tuning is the point at which the engine vac drops below the amount needed to allow consistent "pull" on the disty's vac diaphragm. An easy test to eliminate the "in and out" fluctuations in timing as engine load/throttle angle changes is to just temporarily forego the use of the vac advance and run strictly on base and centrifugal sweeps. When doing that it's usually best to add some more initial into the mix to help mimic the part throttle contribution that the vac advance would normally be adding. Just be cautious about higher rpm and high load runs though as too much total timing is never good for absolute power and parts. Simply test within the rpm range and loads that were causing most of the issues. PS. pretty rare that an overly rich/too quick of a pump shot causes this issue and more likely a lean spot. As scoop already mentioned above.. rich it up till she puffs.. then back off 2 squirter and maybe one pump cam size. Why is it that I seem to remember telling you that at least once before? lol
Lol groberts cause you've told me a dozen times lmao. It would be too much vac timing causing a lean spot right?
I'm not sure I'm following since last we talked you didn't seem to have these issues? You can either list your latest configuration here?.. and wait for me to get time to post back?(money, money, money season).. or call me tomorrow to reiterate where you're at now.
Ok no problem. This is a different carb on a different engine. Holley 650 dp on a 351w basically all stock except headers and an edelbrock performer rpm. 40 primary squirter 37 secondary Red and black pump cams Stock jetting. Only issue is a bog just after initial throttle.......tiny bit of throttle is fine....heavy throttle is fine.....light acceleration produces the bog.
What's the timing dialed in at? Hopefully you used some of that same knowledge gained when learning the ropes on the other engine. Always give full manifold vacuum to the assist pot and tighten it up to reduce its advance contribution number. And by now we must surely know that a bigger initial timing number gives a higher vacuum number and killer throttle response. lol
Initial is 18 and all in at 38 with the vac plugged off. At 18 initial it will give me slight hard start when fully warmed up. So 18 seems to be telhe initial timing limit lol.
