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#21
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Nice Z Jones. Still miss mine...
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'65 Tempest 467 3650# 11.30@120.31 |
#22
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Quote:
60 foot isn't too bad for a street car, 1.78 is respectable. I thought you had an in tank pump on that thing with 1/2" lines....?? |
#23
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Half inch feed but it’s a mechanical Robb MC 1000 pump, with the quarter inch vent like he recommends. Into an SMI q jet. I’m actually not 100% positive this one was the fuel system itself. I think I may be uncovering the sump on hard accel.
Last rear ran twice, once at Indy. Had fuel issues, upgraded the pump, added the regulator and the vent return line. Ran again. Went 8.7 @ 88. 2.2 60’. Clean pass other than the street tires. But that was on pretty much a full tank. This time, half tank. Same fuel system but a much harder launch, and it dies on me again. So because it ran clean with this same system before I think I might just need more fuel in the tank. I was very happy with the 60. And yeah I know I’m sitting around 12.9-13.2 with that time. But I lost almost 6mph compared to a clean no bog run. So that I’m not happy with. I feel like it has a lot left to give. Next time, obviously more in the tank. But I also have a big 950 HP I bought for a race car. I might throw it on and see if the big fuel bowls buy me a bandaid, at least to the 1/8th. 2nd run it lost fuel almost right off the line. Maybe 60-80 feet. Then again @ 400 or so. Maybe because it was hotter. No wheel hop though. And shaved almost a half second off my 60 with the MT SSs at 19 psi. TSP converter did very well.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports Last edited by RocktimusPryme; 05-22-2020 at 04:05 PM. |
#24
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Okay gotchya. Definitely sounds like what you're describing.
Glad to hear the MT SS's are working out for you. Great tire. There is probably a little more 60 foot in it too with some tweaking, but gotta get the fuel deal squared away first. Do you like your TSP converter? I did a TSP in a Firebird that I built recently and it was fantastic right off the bat. Did a TSP in dad's car, which is kind of hard to get a hold of, and ended up sending the first one back for a redo. It was a 1 speed going down track. 2nd time around I think they nailed it, drives much better. |
#25
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Yeah didn’t was a typo. I meant to say the TSP did very well. I’ve been really happy with it. I was probably the only person at the track today who drove in. The converter has been very good on the street as well as at the track.
The 60 does have a little more in it I think. I didn’t try to go nuts off the line. I could also air down a little more. As mentioned at the top of the thread, one of my last safety concerns is that rear u joint. The front has a 1350. The rear is a nice solid spicer 1310, but it still is the weak link. And I don’t have a rev limiter so if the joint went it might be a problem. I really need to put in a limiter too.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports Last edited by RocktimusPryme; 05-22-2020 at 04:35 PM. |
#26
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I think you need a fuel pressure gauge to see what is really happening. Dragstrips do funny things to cars g forces create issues not all fuel related.
What is your engine combo convertor gearing and exhaust? I tried to look but never found it. When you say you have a big Holley 950hp to try is it a 80496? They only flow 830cfm but work pretty good.
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466 Mike Voycey shortblock, 310cfm SD KRE heads, SD "OF 2.0 cam", torker 2 373 gears 3200 Continental Convertor best et 10.679/127.5/1.533 60ft 308 gears best et 10.76/125.64/1.5471 |
#27
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The holley is a custom job built from quick fuel stuff. It’s an annular booster so it’s probably down a little from 950.
462, mild ported e heads and RPM. Q jet by SMI. Cam is a mild roller, I can’t remember the specs but I can look them up if you want them. Th400, 8.5 with 30 splines and a 3.08. Converter is a TSP specced by Cliff to stall at 3400. Ignition is an accel billet unit with no external box. With no accessories it made 580 hp on the dyno with a spacer and dominator. With a fan and alternator and no spacer I figure I’m probably more in the 550 area. And yeah I would like a fuel pressure gauge.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#28
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I think you need an electric pump. That's a stout engine to try and feed with a mechanical. Should be a low 11 120mph 1/4 or low 7 97/98 car
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466 Mike Voycey shortblock, 310cfm SD KRE heads, SD "OF 2.0 cam", torker 2 373 gears 3200 Continental Convertor best et 10.679/127.5/1.533 60ft 308 gears best et 10.76/125.64/1.5471 |
#29
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I was thinking high elevens lol. But I would be happier to be faster.
If I had it to do over I would definetely go electric in tank. Like I said earlier I think there is a real chance I was uncovering the sump in the tank. I’m going to go back with a full tank and maybe the Holley. If I’m still having problems. To a pusher pump we go.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports Last edited by RocktimusPryme; 05-23-2020 at 09:32 AM. |
#30
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Quote:
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#31
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I have Robb’s dead head regulator with the 1/4 vent line like he recommends. It’s set at 7-7.5. I gotta get that water filled gauge out of there. You can basically only read it after first fire. After that it reads way low.
I’m not an expert driver, but I felt like mine hooked and booked. Maybe the 3.08s save me from myself. That was also my first pass ever on sticky tires, so maybe anything was going to feel like it dead hooked.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports Last edited by RocktimusPryme; 05-23-2020 at 11:13 AM. |
#32
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ok so no regulator? all robbmc's pumps are dead head, was just curious if you ran a regulator. im sure you know but the 1100 dialed all the way down to 7-7.5psi is seriously restricting the pumps flow, basically just a 550 pump, to get the better flow it needs to be turned up.
i ran mine up to ~9psi with the regulator at 7-8 but still had issues. the instructions say you want the pump about 3psi over the regulator setting, so at least 10psi . & depending on the year of the carb & the needle/seat size cliff said the later 70's q-jets can handle 8-9psi for short use like at the track. maybe try turning it up a few psi at the track or get a good flowing regulator & go higher on the pump? |
#33
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That was a typo. I have the dead head regulator. And yeah I think I have the pump set around 10. It’s been a while since I messed with the pump.
I tried to turn the wick up a little on the regulator before the second run, because I had read the same thing you did. But at that point my gauge was useless from heat soak. So I didn’t really mess with it.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports Last edited by RocktimusPryme; 05-23-2020 at 11:18 AM. |
#34
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Life is so much fun. You improve one thing, have to go back and re-do something you just did. LOL
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"No replacement for displacement!" GTOAA--https://www.gtoaa.org/ |
#35
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Quote:
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#36
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I’ve thought about running a small line to a fuel pressure gauge mounted near the windshield. But if my whole system is -8 and I have 6 feet of 3/16 running to the gauge, I feel like the pressure isn’t going to be the same.
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1967 Firebird 462 580hp/590ftlbs 1962 Pontiac Catalina Safari Swapped in Turd of an Olds 455 Owner/Creator Catfish Motorsports https://www.youtube.com/@CatfishMotorsports |
#37
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The order of events for the FB's, Camaro's and Nova's are sub-frame connectors (I prefer to "box" and weld them in place and drill clear up thru under the back seat for longer bolts and big washers vs the factory attachment points.
Next the axle tubes get welded into the carrier. I prefer clamping the front half of the springs and making an adjustable pinion snubber vs any type of visible "traction bar". The adjustable snubber stops upward movement of the diff where you need it and transfers weight, plus eliminates "wheel hop". Bars clear out on the ends of the axle tubes are optional at that point. I also add adjustable drag shocks front and rear to help dial things in. I've set up scores of these cars in that manner, almost all of them run into the 11's or quicker. I've had ZERO luck with any sort of mechanical pump for cars that quick. For some reason they hate me. Every single car I've worked with here ended up with a fuel cell or sumped tank, electric pump behind the tank, and -8AN lines/fittings everyplace, then we go on to worry about something else. Even with that said I like the in-tank electric pump concept, especially if the tank has acceleration baffles and designed to keep the pump in the fuel on a hard launch.......Cliff
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
#38
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running a small line to the gauge should not change the psi much if at all.
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#39
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One of my best investments is a electric fuel pressure gauge that is mounted in the car.
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466 Mike Voycey shortblock, 310cfm SD KRE heads, SD "OF 2.0 cam", torker 2 373 gears 3200 Continental Convertor best et 10.679/127.5/1.533 60ft 308 gears best et 10.76/125.64/1.5471 |
#40
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what gauge & how did you plumb it?
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