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Indeed it is.

The funniest **** is when they attack you for posting it then 12 months later hear it from some one they respect and all of a sudden they agree and want to ask you questions....

No chance, already posted that and it wasn't well received.

Are you familiar with Bruce Robertson? he made this statement to me about it: With the Chrysler engine having a long rod ratio the piston dwells for longer at TDC so the opportunity for a dished piston is there for a different reason than a Chev etc. Dishing the piston gives a better chamber...

No yet, too many "other" things to attend and then there are the "Love Jobs" I have to get done. Hopefully in the coming weeks I'll be able to get back to you.

You need a radial torque wrench to measure it correctly.

So still the same old turbulent flow Emulsion design?

They all do.

:realcrazy:

Now there's an oxymoron. What do they do that makes them high end?

Jets don't work that way. They need to be flowed to verify there flow rates. Its not just about opening size its also length of the jet and entry angles that affect flow rates.

I have the same issue also. You have to get all the difficult bolts on and then tighten them first. In your case go and get some bolts with a narrow head. I've even gone to the trouble of cutting a spanner at the top open to be able to tighten those bolts.

Idle Feed Restriction. If you pull the top off and turn it upside down you'll see where the the fuel travels up at an angle towards the booster outlet. Inside there is a little pressed in tube that should measure 31 thou from memory.

That sounds like the right top. Have you checked the IFR to make sure it isn't blocked or restricted in some way.

If you look at the top near the bowl vents there will be a number

What's the number on the top?

Means nothing to me. Are you sure its a 1972 TQ?

Carter 2991S appears to be from a 1960's dart 318. 1960 Dodge Dart 318 4 Barrel Carburetor Carter AFB 2991S | eBay

Brook, Those AFB's appear to be different between the first and second photos. Can you post up the carb numbers in the first photos?

That's a lot of initial for such a mild combo. I would suspect its very lean at idle to require that much advance.

I figure it should be doable. Even a regrinding the factory cam to a smaller base circle.

That's what I thought. I know they sell a kit for the fords to do exactly that.

Has anyone adapted the factory hydraulic roller set up onto an older style block?

I'll never understand why Mopar guys still use 3/8 valves. What's the length of those valves by the way?

I literally just stuck one in over the long weekend. I'm at 10-1 318 60 over. I'll let you know how it goes.

Can you remember the camshaft specs?

Here ya go, think about these statements: "When you measure the AFR of an engine and its in the 12's and the plug is white well then you have a vaporization issue like what Im talking about. Its not uncommon, in fact its the norm." And "The problem Im talking about isnt fixed with the carby...

Sorry but you ignorant combative style doesn't endear me to wanting to just give you simple answers although I already have...... Get to work.

Not true. Any time you have a richer than stoich mixture you have excess carbon. Go figure it out......Go through all the Shrinker files and piece it together.

1 Variable........