TBucket Engine Project (Dart SHP)

I have stayed off your threads Rick.

1 guy has Raced here on Grumpys all year long.
496 BBC Camaro.

T was built to cruise.
Never For Drag Racing.
 
Rick keep posting, opinions are just that everyone will have there own, you do you people enjoy watching. Wether or not you take someone's advice is totally up to you.
 
YES or NO answer Rick - Is the engine and the transmission functioning properly at this point?
After all you just went through getting the T back together, you owe us at least that.
 
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Grumpy said:
well its certainly true, most of us are broke most of the time!
Click to expand...

I'm never broke. every thing I have is paid for and can be sold if need be. NOT going to happen though.

Loves302Chevy said:
YES or NO answer Rick - Is the engine and the transmission functioning properly at this point?
After all you just went through getting the T back together, you owe us at least that.
Click to expand...

Sometimes the dog wins--some times the cat wins-- you just have to say enough is enough and just shoot up here amongst us, one of us has to have some relief.
Rick will let us know one day. It's important to him and other opinions won't matter. I was an ASE certified Master Mechanic as well as diesels from 1983 until 1995 and give up because it just didn't pay off like it should have and I hate Electronics in/on anything. Mechanical/simple anyone can fix. Other NO.
 
Loves302Chevy said:
YES or NO answer Rick - Is the engine and the transmission functioning properly at this point?
After all you just went through getting the T back together, you owe us at least that.
Click to expand...
Yes the 200-4R transmission is working great, just like the first build.

The engine is running fine mechanically, except it's developed a random miss fire on the driver side,
mainly under some load. Can't tell about the other side since the exhaust is on the other side.

Replaced the distributor cap and rotor, the center carbon button was worn flush.
I've checked the plug wires and all are under 150 ohms.
Compression test was done and all cylinders are 184 - 190 psi.
At times the AFR go above 18:1 under light load.
The accelerator pump adjusted for zero play, but no change.

On my trip back from Waco this weekend over 359 miles I averaged 21.0 mpg at 75 mph. I was getting
19 mpg with the taller windshield. The windshield was 19" and now it's only 12.5" high.
 
sure sounds like the combo is slowly being improved,
that 18:1 f/a ratio is some what concerning,
ID want no leaner than 15:1 and no richer than about 12.4:1
under low load and under 3500 rpm 15:1 is about ideal,
once you stick the throttle to the floor and rpms and loads increase the f/a ratio,
better smoothly transition to near 12.6:1.
if you want max power/torque and too limit the tendency toward detonation.
(and yeah the ignition advance curve must match that f/a transition
, and that combo of factors takes time to get correct.)
keep in mind the exhaust scavenging efficiency starts to become an increasingly important factor,
in the engines cylinder fill and power curve as the rpms increase

Stoich.gif

volumetric.gif

exhaustpressure.jpg

pistonposition2a.jpg

EXFLOWZ4.jpg


http://garage.grumpysperformance.com/index.php?threads/carb-tuning-info-and-links.109/
 
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Grumpy said:
that 18:1 f/a ratio is some what concerning,
ID want no leaner than 15:1 and no richer than about 12.4:1
under low load and under 3500 rpm 15:1 is about ideal,
once you stick the throttle to the floor and rpms and loads increase the f/a ratio,
better smoothly transition to near 12.6:1.
if you want max power/torque and too limit the tendency toward detonation.
Click to expand...

I have only changed things like the balancer and added a valve train girdle. Nothing has changed from
last summer that would effect the AFR, except maybe the valve timing being retarded by 3.5°. The problem
starts at tip-in of the throttle, it goes lean first and then starts to richen back up. I just replace the accelerator
pump diaphragm since it was leaking.

I have not noticed any detonation now that the cam is retarded, but then again the temps have not been 95°+.

Maybe tomorrow I can get deeper into the problem.
 
not that its probably anything your dealing with,
but retarding the cam does have a very minor effect on the way,
and timing of how the ports flow air/fuel in relation to the degree of piston/crank rotation
 
Thanks Rick. Sounds like everything is coming together. I'm happy for you.
Those last couple of bugs - you'll get them.
Did we mention the low resistance distributor center button for the rotor before?
It is a solid piece of copper. Zero ohms. Meaning no voltage drop there to heat up and melt the cap.
It doesn't wear down like the carbon button either.
 
Rick, you were looking for a possible vacuum leak just before the transmission fiasco happened.
 
Indycars said:
Yes the 200-4R transmission is working great, just like the first build.

The engine is running fine mechanically, except it's developed a random miss fire on the driver side,
mainly under some load. Can't tell about the other side since the exhaust is on the other side.

Replaced the distributor cap and rotor, the center carbon button was worn flush.
I've checked the plug wires and all are under 150 ohms.
Compression test was done and all cylinders are 184 - 190 psi.
At times the AFR go above 18:1 under light load.
The accelerator pump adjusted for zero play, but no change.

On my trip back from Waco this weekend over 359 miles I averaged 21.0 mpg at 75 mph. I was getting
19 mpg with the taller windshield. The windshield was 19" and now it's only 12.5" high.
Click to expand...

You are making me miss ssssoooooooooooooooooo much my 200-4R.

I just drove to Amsterdam and back with my 69 Corvette. 50 mph @ 2500 rpm/60 @ 2700 rpm. Tedious with the Flowmasters. Not to mention 12 miles per gallon !!! :eek: Now I REALLY miss my 200-4R :)o_O
 
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