I think I got to much time on my hands working 3 rd shift but my turbo build is getting closer and closer to being done but I'm worried about the head ache of trying to get my blow through carb dailed in so I've been kicking around the idea starting to gather parts together for a efi conversion on my turbo toad
If there's anybody that has been down this road and can give some feedback on this subject it would be great
Which setup makes more power or is there any difference? fuel economy means very little to me as this will be a street legal car but will also get a ton of track time
Here's a brief description of my setup
Stock bottom end 225
Arp head and main studs
O ringed block
Turbo grind cam
Ported and polished head with large valves
Clifford four barrel,650 holly setup up for blow through
double roller timing chain
Turbo header (I'm about half done with the construction)
Fuel delivery is already complete with a return line to the gas tank
Wideband O2 sensor
Meth injection/ no intercooler
904 TF I haven't decided on a converter yet but I'm looking for something in the 3500 rpm range
Disk brakes up front
8 3/4 with 2.94 suregrip
Leaf spring moved inboard 3" with caltrac setup and adjustable rear shocks
I'm running a ignitor ignition setup now

I have a msd 6a or 6la I can't remember off hand and a msd btm I planned on using after I get a feel for what's going on

I don't think I forgot anything but I'm sure I did
I'm just trying to go as fast as my little turbo toad will take me
Thanks Aaron

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http://youtu.be/2Y4i4UOLiSA

http://www.forabodiesonly.com/mopar/sho ... p?t=126611

Since you already have the Carb I'd stay with a Carb. I'm going with the "crutch" set up for my build. More info can be seen here http://www.theturboforums.com/smf/the-' ... h-section/. Contact Brent Davis to do your Carb you wont be disappointed.

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75 dart custom, 225, >10.5-1, hurricane, 500holley, erson cam, 904, 8.8 ford 3.55 or 3.91 aussielocked, 17" steelies, and much more.

If you are just trying to have fast 1/4 times, then EFI is not necessary and is likely overkill. If you want to drive under all conditions, then forget the carb. This is my MO...

I am in the process of EFI'ing all my stuff (5-10 yrs to go???), but I have 2 setups running and tested/modified for about 10 yrs so far.

Lou

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Home of Slant6-powered fun machines since 1988

Lou is probably right i'm sure i'd have better mpg since my car is a daily driver but i still like my carb setup. EFI will be better mpg driveable wise but either one is gonna work and with the afr gauge i didn't think tuning the blowthrough setup was hard. Just took some fiddling with the big carb and knowing what to enrich and what is causing stumbles is also a good base of knowledge to know.

Kev

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Yah I no all about the crutch system it isn't very difficult and there's a bunch of good info on the turbo forum I've put in more then my fair sure of research trolling the net thanks and good like with your setup

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http://youtu.be/2Y4i4UOLiSA

http://www.forabodiesonly.com/mopar/sho ... p?t=126611

Lou I live in Mich where I was out last week playing golf in January and this week its snowed rained and gotten up to 45 today but now its about 20 degrees and flurries so we can see all types of clements
So in my mind having a fuel deliver setup that I can tune with a laptop like I do my motorcycle sure sounds good to me
I do plan on running the carb this summer and who nos I may decide to stick with it but I truly love to mess around and try different things
I'm sure you and all the members here can relate to that
Thanks Aaron

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http://youtu.be/2Y4i4UOLiSA

http://www.forabodiesonly.com/mopar/sho ... p?t=126611

My wife had a 91 mustang coupe and we 516rwhp with the stock block and had a "chip" tune on it. I hated the fact that i had to pay every time i changed something and had to get the chip re-done. I went with a CSU carb and changed nothing else and made 577rwhp.

She drove the car 60 miles a day and the a/c still worked. It went from 16mpg to 15mpg and drove way better than it did.

We broke a ring and installed a dart block and went from 62mm to 80mm turbo and it ended up making 740rwhp. I sent the carb to Brent Davis and that was hands down the best thing i ever did to that car. It drove better than stock. 14.5 at cruise and 10.8 a/f under boost.

Carb all the way.

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1967 Dodge A100 Van

Can you post contact information for Brent Davis, please?

I have a blow-thru Holley 750 DP 4150 on my Vortech blown 360 Magnum and the Carb Shop didn't get it right (for $900.00!) Part-throttle tip-in, it exhibits a lean condition that I haven't been able to fix with higher float levels accelerator pump mechanations, (accelerator pump plastic cam changes, and pump-stroke changes, plus bigger squirters,) richer jets (A LOT) and smaller air bleeds.

It's lean enough that part-throttle tip-in, it backfires through the intake.

I'm sick of it...

Maybe Brent can fix this????

I very much doubt that ANYONE will be able to spec a carb for a custom boosted engine without some in person (or at least data-based) tuning. Sure, maybe a Mustang or SBC with somebody's turbo/super kit on it will be pretty standard. Anything else will require some elbow grease and a sensible tuner.

Lou

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Home of Slant6-powered fun machines since 1988

The Carb Shop that sold me this Holley, tested it on a 350 Chevy Dyno Mule engine and assured me it was going to work OK. It does work fine at full throttle (445 rear-wheel HP,) but I am stymied as to the cure for this part-throttle lean condition; nothing I do seems to help. I have a F.A.S.T. data logging O2 sensor that I haven't used yet. I guess that's the logical next step.

Thanks for your input!

Bill

Definitely hook up your O2 sensor. That will tell you where to change the carb.

Testing on a 350 Chev? Not likely to work on anything like a Slant 6. I agree they could probably set it pretty well for WOT, but that's about it.

Lou

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Home of Slant6-powered fun machines since 1988

Richen the idle circuit with the screws on all four corners cured my light throttle bog. I couldn't figure out why for the longest why upping my main jets weren't doing anything for off idle lean conditions then someone on the site said since my demon is too big for my engine the engine is running off the idle circuit alot longer than you'd think before the main jets kick in. So i played with the curb a/f screws no more bog when cold or very light throttle.

Kev

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Thanks, Kev; I'll try that!

For Lou (I can't figure out how to reply to his message; another message came down after his, and when I hit "reply" it shows THAT message. Software "glitch"???

Anyway, this is for Lou:

From my original post... "I have a blow-thru Holley 750 DP 4150 on my Vortech blown 360 Magnum"... It's a V8 car.

My OTHER car is a turbo /6. Haven't run it yet (it's new.)

Thanks for your interest! Point well taken...

OK, I get it now. Best of luck, Lou

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Home of Slant6-powered fun machines since 1988