600 CFM, all I need. Check my math!

As for my bullets above:

• I'm going with 1 thin gasket, unless I seem to run into heat problems. I will hang onto that big thick gasket in case.

• I actually moved it back to ported advance because I didn't understand why manifold advance threw off my idle. Late last night I read about it. And now that I understand the difference between the 2, I'm going back to manifold advance and will reset my idle, and idle AFR.

• I drove with the gasket as mentioned above, seemingly no issues. It's the same gasket overhang as before, and it is the gasket that came with the carb, so I'm just going to forget about it.

Last night: After changing to the leaner metering rod, it was even richer! So while driving, I was thinking that it was "as if" the 5" spring was lifting the metering rod out of the main jet too easily, and going rich. So I went home and put in the blue 3" (lightest) springs so that the vacuum can more easily hold that rod down in the main jet. Then I drove it again. That made a difference. It was definitely leaner after the spring change. But not nearly lean enough.

Tonight I'm going to change to manifold vacuum. Don't know if I will get to drive it though. But my theory is that in cruise mode, there should be more timing. The additional timing would help burn the fuel more completely. My theory tells me running manifold vacuum will also drive it toward the lean side. So, before I change rods again, or jets, I need to test it on manifold vacuum.

Wrote all the above earlier. Now it's late. I did change to manifold vacuum. It seemed to have no affect on cuise AFR. Still very rich. Power mode seems close.

I tuned the idle to be 13.5 - 14.0. But that seems too lean. It seems very lopey. Alright at idle but when I put it in gear it seems to almost want to stall. Edelbrock suggests 13.0 at idle so I will tune for that. And go another step leaner for cruise mode.


7milesout