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Questions on tuning /6. please go easy on me...
https://slantsix.org/forum/viewtopic.php?t=45627		 Page 2 of 2
Author:  slanty6 [ Fri Jul 22, 2011 12:34 am ]
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Ok guys ... now I'm starting to finally understand. Mine is a 1945 Holley. I'm gonna try to get out there at give it one more go- round this weekend if it ever cools off.... Thanks all of you. !
Author:  terrylittlejohn [ Fri Jul 22, 2011 1:55 am ]
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the only throttle blades that are seated are on a tbi not on a carb, you need air flow to start fuel flow ,with throttle blades fully seated you have no flow, why would you need a curb idle adj screw if you need no adjustment?
Author:  SlantSixDan [ Fri Jul 22, 2011 9:05 am ]
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Quote:
the only throttle blades that are seated are on a tbi not on a carb
Incorrect. Some carburetors close the throttle(s) completely at idle and have a calibrated hole in the throttle plate(s) for idle air. Some carburetors close the throttle plates completely and have no hole, but have a calibrated idle air bypass in the carb body itself that routes idle air around the closed throttle plate. Go read what I pointed you at before you assert something doesn't exist simply because you aren't aware of ever having seen it, please and thank you.
Author:  terrylittlejohn [ Fri Jul 22, 2011 3:23 pm ]
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maybe in the GM world but i am trying to help a fellow slantsix fan not educate him a on all the forms of carburation that have been made since there invention,i will say it again he will need a presetting of one turn on the curbed idle screw to keep the engine idling and adj speed from there.
Author:  SlantSixDan [ Fri Jul 22, 2011 4:10 pm ]
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Quote:
maybe in the GM world
Nooooo, in the Chrysler world. :roll:

I know! Chrysler must have put those carburetors designed for closed-throttle idle everywhere in North America except Newfoundland! That might explain why you keep insisting they don't exist. Image Your difficulty acknowledging reality will be resolved by studying up on what Chrysler had to say on the matter. Collect and read Chrysler, Carter, and Holley engineering, specification, and service literature covering the relevant years and spend time absorbing it; you'll find it's a great way to fill knowledge gaps created by having come into actual contact with a relatively limited number of carburetors.

In the meantime, there is little to be gained by specifying random and arbitrary numbers of screw-turns except as rough, gross pre-settings when reassembling a carburetor. The man's car already runs; setting the mixture and speed screws to "1 turn" (whatever you might mean by that with respect to the speed screw) will not accomplish anything useful.
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