Ha Ha, really? How do you know? I'm so NOT up to date on this computer type stuff!! If it weren't for "bookmarks" I'd never rember how to get back to a web site!!


Hope I win it too!!


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$15 for the vents and handles


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I virtually type for a living sometimes writing 20 page reports on equipment condition and all my work orders are all via computer.

I also do a bit of DDC programming and play with computers days at a time.

What I was saying about the restrictor plate engines running like they are scared, I was basically speaking in terms of they run the same, but with less airflow, that also reduces the fuel flow, the only thing that happens is they make less poo poo... But they do not lean out.

The reason a 650 CFM carburetor is the wrong choice IMHO is that it will be under carbureted for the hp requirements of the jet pump. An automotive engine will seldom if ever see 5,000 RPM for hours at a time. Which is why it would perfectly fine for a station wagon.

The idea on sizing a carburetor on a jet is to lower the manifold pressure enough to keep the VE at it's maximum point possible. The closer to atmospheric pressure you get on a WOT motor, the higher the volumetric efficiency.






I'm mostly on my phone typing, so it's not as convenient as an actual keyboard...not that a keyboard for is much better 😜

Let's agree to disagree. I'm sure one day when we meet in person, we can discuss in more detail...

Iv had two customers whose motors had burnt valves... Both times they were running 600cfm carbs.
With my experience, I blame the carbs in both instances.

Well I hate to say it, but your link 100% confirms what I just said. " Restrictor plates are placed between the carburetor and the intake manifold to reduce the flow of air and fuel into the engine's combustion chamber, thus reducing horsepower and speed."

Did I say or do something to piss you off?


For the record, the air flow "pulls" the fuel into the engine, less air, less fuel. I have a pretty good understanding of how a carburetor works. For that matter EFI. I was not saying a 650 CFM carburetor was the right choice on a 455, what I did say was that it will not run lean.

I also piggy backed onto what  lbhsbz stated, you're not pissing in his Corn Flakes...  :- WTF?

GT

GT, your not pissing me off...

You said that restrictor plate engines run like they are scared...
My understanding of that analogy is " fast"
Reducing horsepower and speed is quite opposite, no?

Also, what makes a 650cfm carb a wrong choice for a 455?





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Sorry no.

The only reason a smaller carburetor will run lean is if it was never jetted correctly to start with.

I would have an easier time believing there was an un-adjustable lean is when the carburetor is "too large". Insufficient velocity and incorrect venturi nozzles would be the cause. Smaller venturi, higher velocity, more fuel.

There should be zero issues meeting stoichiometric mixtures with a little bitty..

GT

I have that same clamp on mine from what it looks like. Thanks rush I'll pm you when I'm gonna take it all apart and get the cable for it. I have the old cable that he gave me so should I just get the same cable ?


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I am interested in those covers will be in LA april 30th

I know Phil but those rims are like 10" wide there HUGE tires are almost 12" footprint , I need to measure my hull width and see if it would even fit!


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Where are you located and what's the width of the rims? I'm interested and I am in long beach area.


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Pm sent

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