Very cool man!!!!
What A/C system is that and how do you rate and like it?
Pro’s & con’s?
On the valve cover leaks, make sure that the covers aren't in contact with the intake runners. Different head may have the rail in a slightly different place relative to the intake. If they are you can relieve the flange on the covers or run doubled up gaskets.
I don’t know what there kids are like or come with. Are they like the Edelbrock series?
I was tuning up my sons new 360 with twin 02 plug Innovative set up. (Junk) That made life easy (when it worked)
Otherwise on my stuff, (before 02 - not year- LOL)
I’d select the smallest jet and biggest rod comp when the previous set up was way lean and the reverse, biggest jet and smallest rod for when it was aft so I could lean it down or richen it up.
Just realize that your dealing with the conference area around the rod in the jet when you make the changes. What I have seen some guys do not realizing the issue was move to a set of jets and rods that delivered the same area mathematically but ignored that the circumference was larger or smaller throwing there heads in a spin.
I think your on the right track FWIW.
Nice. Perhaps one more thinner rod change.
Once you lean out then secondary side some it’ll be nice and sweet.
What size carb is that again?
What TT5.9 said. Not to repeat, but add in….It's a 625.
That 78 secondary jet was the smallest in the kit. You thinking I should step it down one more to 76 to lean out WOT?
If it were mine I would lean out the idle and tip in, idle 14.5ish, tip in 14.5-15.0 up to the point of power enrichment, then aim for around 12.5ish at WOT. You’ll likely see the best power at 12.2-12.8 WOT.
What TT5.9 said. Not to repeat, but add in….
Aim for that 14.6 @ idle. While your driving down the road, it can be a little leaner. It’ll work for mileage.
The secondary side is rich. That AF is fat. But your getting close. The drag strip should be used for the secondary side once that primary is dialed in. Your right on the edge.
On the power enrichment, I don’t know what the color codes are. IF you have a vacuum gauge to run inside the car, you can watch what it does vs your gas pedal position and what your doing to help get it where it needs to be.
(You are using a vacuum gauge to tune this right?)
Snap rings are an alternativeLong day with the carburetor... but yielded really good results. Lots of swapping and tweaking.
Engineer who decided to put so many tiny E-clips on the carb needs a stiff kick to the junk... there's gotta be a better way.
View attachment 1715963767
^^^ A couple of those to remove and reinstall with every adjustment... one right over the pass side metering rod. You can choose what end of the choke rod you wanna take the e-clip off of... they both suck.
View attachment 1715963792
If the carb is on the car and that lil clip decides to go flying it goes into the engine compartment never to be seen again -or- into the carb. If I was doing this a lot I'd be drilling tiny holes for cotter pins.
If anyone else owns one of these I'd recommend getting a few extra e-clips, the 2 gaskets and this kit at a minimum before tearing into it. Demon comes pretty fat out of the box. Unless you have a lot of cam and compression.. you'll wanna thin her out a bit.
View attachment 1715963793
One other thing I noted (but apparently did not take a photo of) I was probably working against was the heat plate/shim Holley provides. You sammich it between 2 carb gaskets under the carb. It's supposed to help with heat dissipation, that's debatable. But what it does do is make setting the curb idle more difficult as the plate extends past the gasket where the idle screws venturi are. Once I removed the plate the curb idle mixture got easier to adjust.
Anyway here is what I started at wayy fat:
76 primary jet
Here is where I landed pretty happy:
-74 Pri jet
80 to 78 Secondary jet
Tip & light load uphill 11-12
WOT 10.8 to 11.5
No bog or hesitation at all. Eyes burn from swimming in gas vapor all day but I'll sleep better tonight with these results