@@Joedennett69 about time they allowed at least one passenger. Wished I known before my mate sold his XR6T to keep up with mortgage repayments on his house
Redline /Eagle ignition lead holders , mount on valve cover bolts . Made from nylon . Available in different ign lead diameters . caution they can be $$$. Good product poor service since Redline purchased Eagle . Ignition leads by Aeroflow are cut to length . Hei end is crimped already . Shop around they can be had cheap . [low resistance leads ] Plug end heat proof socks can be had on Temu or similar for about 15$
@paulthompson1654 i think i just need some socks for the plug end. It didn't make contact with the headders when i looked at it. It was number 8 at the back with the least amount of air flow around it. Just melted the boot a little.
hi If u look into the Holley red ,using higher than 4 psi fuel pressure drops by 80% wow ! But hey if your Afr readings have stabilized all is good . Even if u could fit a mech pump [later blocks can be drilled apparently ] they are expensive and there are limited quality units available . Circle track units are great . Flow is done from hp at a certain psi . 40-50 GPH at 6psi is a good unit . These may need a return line
Good to see old school sbc in a HQ. I've got a 350 in a HQ, wouldn't LS swap it if you paid me. The rolling start looks like fun, I have tall gears so hard to get it off the line. Regarding fuel, I put a 1/4 return line on mine with a regulator, fuel pressure a lot more stable now. I run a quadrajet, those things are fussy with it comes to fuel flow.
The 350 was the LS of the day, those turbo cars cant match the low down torque that launches that of the line so quickly, once boost kicks in they get you, love this ute sleeper look with the wide steelies
Eaton Tru trac centre for the diff . Its a Torsen differential design Flat top 400 pistons with 75cc heads =10.3CR ,,,,, cyl head 65cc flatop 11--11.3 to 1 CR //Deck to piston height of .005 Dynamic Compression needs to match your cam timing flat tappet cam with 2.02 valves around 400--450 max hp with a street cam 400 with hyd roller 242/248 ,,,,,11.2 CR,,, 2.1 inlet valve 220CNC heads 540hp [bigger SR cam ,,, inlet manifold 575hp and bigger carby ] 400 hyd roller 230/236 10.5cr 2.05 inlet valve 195cnc heads 495hp D/plain inlet manifold
That overflow tank may pop your radiator bro it’s sealed has no way for the radiator to vent excess pressure into it when the cap opens. Atleast this is exactly what happened to my ls when I used that same bottle.
Yeah VATS is not in the ECU on a VS it's in the BCM , the BCM does not sync with a certain ECU so any will do , or just leave the ignition on for 45 min and it bypasses the " no start " and will fire up ! It's 2 hrs on the VT onwards computer.
Hey Joe, just a quick one for when you get back to your carb tuning.You get your wide open throttle mixture from the power valve restriction size. The main jets set your cruise mixtures. A big mechanical pump will work well and volume is more important than pressure. Keep up the good work.
I just put in a raceworks red pump, same specks as a Holley red. fuel issues are sorted. As for tuning the power valve restrictions, I need to get my self a metering block where I can change them. Just a set size in my current block. I have been playing with the carb over the weekend and yes to get wide open throttle to where it needs to be, cruise is fat.
With a solid lifter cam and a single plane intake, why would you even shift that thing in 3rd in the QM? Also unless you have a manual valve body in that th400 you have you aren't going to be able to hold 1st gear as long as you should either because even when it's in 1st gear it will automatically shift into 2nd without moving the shifter. With all those transmission short comings, 13.2 isn't that bad though. Get the transmission and fuel delivery sorted out and you'll probably be in the mid 12s?😎👍
Ok I made it to the end and if you're only going to shift at 6,100 to 6,200 right when you start making power with the single plane and solid cam, what's the point? If you want to shift that low than a genuine imitation RPM Airgap dual plane intake will make more power than the single plane you have on there all the way to where you're shifting. It's been dyno and track proven over and over, hundreds if not thousands of times. Just because you tried a low rise not as good as factory intake, aftermarket aluminum dual plane doesn't mean the high rise dual plane will be just as bad.🙄 I have used an RPM Airgap and never experienced a downside with one. They even make more power with a factory stock cam than a low rise dual plane even on a small cubic inch sbc. Had one on a sbc 305 that made it run great for a factory cam engine. The car weighed 3,400 lbs and ran 14.0s in the QM with the factory cam topped off with an Edelbrock RPM Airgap dual plane intake and an Edelbrock 600 CFM carb. Anyway just remember, a bad day at the track beats a good day at work every time.😁😎
230@50 degrees on a 109LSA cam makes power to about 6000rpm. No need to rev it any further. Also standard bottom end with cast pistons. As for 1st shifting out. I addressed that years ago when I first put the car together, the 1-2 shift valve has been modified and the drain blocked, it shifts when I tell it too. Yes I need to go into 3rd gear.
@@Joedennett69 On one of the cams I have in one of my cars says the power range is idle to 5,000 RPM, but it keeps pulling to 6,000 RPM. The duration at .050" is 202°/212°. So if this cam can make power to 6k your 230° cam should rev to at least 6,500 while still pulling. Cast bottom end should be good to 6,500 RPM. Also a genuine imitation RPM Airgap dual plane intake always makes more power than a single plane to 6,500 RPM. To bad you didn't have your heads flow tested, you could of used the the Wallace Racing on line calculator that will tell you at what RPM maximum HP would occur. Just have to punch in engine cubic inches and max intake head flow. That sight has many more than just that calculator too if you're interested? Did not know you altered your transmission I must have missed that video, very cool. What rear gear do you have in that Australian El Camino? If it's under a 4.11:1 gear you should be able to cross the finish line in second gear, especially if you rev it in first and second a few hundred more RPM?😎👍
