[Tech @ BG]

The fuel pressure should not be dropping like that during the pass and could also be from the pump heating up because of the smaller return line. With our HR220 which is a smaller pump then the one you have it is a must that a -10 return line is used or as someone else mentioned you lose control over the regulator. I would get the return line issue corrected frist before making too many more changes on the carb because you may get too far off base with what the carb really needs.

Keep in mind every engine will be different as well as the signal and what calibrations work on one application may not on another.

Your numbers looks similar to some of the 2 circuit stuff we have been doing but there are some small differences. On our 1090 Kings the jetting is 86/94 with a 3.5 pv in the front and the pvcr are .093. If the car starts going lean in the mid range the pvcr's can be opened up for more fuel in this area but it is doesn't occur until wot then other changes would need to be made. Our baseline also uses .029 for the hsab and .070 for the iab and the feed restrictors are .037 .

[Paul Spotts]

BG tech, Could you contact me - I'm going over/blueprinting a race demon for a job here and need some parts - Thanks!!

Paul

Paul@spottsperformance.com

215-362-2336

[RA462]

I just replaced the return line yesterday. The fuel pressure dropped to 3-1/2 psi by replacing the #8 line with a #10. Before the pressure would rise when I started the car due the voltage increase from the alternator. Now it stays the same when the car starts. I was trying to use what I had laying around with the #8 return. Lesson learned. I made up some .020" high speed air bleeds I may try when I can make it to the track again. I still think I can get this thing into the 30's with some luck.