Variable hydraulic lifters for 440 engine
V-can still not hooked up yet.
I think the mixture is very rich.
It needs a lot of cranking as well to start to hear some cylinders start firing, i really need to push the throttle quite a bit to get it to stay running. (first attempt smoked my garage, for sure all spiders are dead now)
After 2-3 minutes i can release it slowly and it will run on its own, though i was hoping that the choke will do all that for me. :D
When cranking and after it started i can see that the choke blade is being pulled open, from what i know the choke control has its own vacuum port that arranges manifold vacuum to pull that blade open.
Even though the low vacuum, it works.
As the cold engine begins firing, The manifold vacuum is very low, so at this time the PCV will be at full flow.
Bear in mind the PCV has now a restricted flow due to the orifice i made, later on the Wagner adjustable PCV should do a similar job.
Speaking of the V-can, i can clearly see that the
ported vacuum port inside the carb venturi sits partially below the throttle blade when it is at curb idle.
At curb idle the transition slot is set ok and only showing a little longer than wide looking below the throttle blade so it is not too far opened. (
althoug some say you should be able to only see the start of the transition slot from below when it is at curb idle)
This obviously puts (partial) manifold vacuum on the V-can when at curb idle.
And now entering the "good old discussion" about .... Ported or Manifold vacuum for the V-can! :D
In this case the ported signal might give a little less vacuum compared to the manifold vacuum source.
From previous trials i know the V-can will easy pull another 10* of advance at idle, which now will bring it to 22*. (this V-can is not adjustable, it came with the MSD RTR distributor)
Assuming that once the ported signal port is fully below the throttle blade there is no difference between the ported and manifold signal, right?
So i guess i can just use the ported vacuum connection to hook up the V-can.
Am i right in saying that once using the V-can, which will advance the ignition timing, i will likely be able to decrease the mixture screws opening as it will run more towards the efficient point and likely needs less fuel to support idle....?
That will assist in leaning out the cruise AFR.
