OK, the rain is gone, and today is a bright, sunny day.
I did a little testing this morning, and I found out that I did get my problems with fuel delivery solved, and it works like magic. See pics and description below.
I was hoping Temple academy dragway in Temple, TX was open Sunday nights, but I guess not. The next time will be Friday, Aug 12th. That works for me, so I'll be there.
I replaced the fuel filter thinking that was the problem, but it wasn't. The inlet needle and seat are the main restriction. I added a fuel solenoid from a nitrous kit to add more fuel to the float bowl as soon as 5 psi is reached.
It works
GREAT!!!
I just used 1/8" nylon oil pressure line, it is what I had lying around. You can see the fuel solenoid plumbed into the brass "T" for the fuel line, and the green arrow is where fuel comes out of the solenoid under boost. The red arrow shows the fitting where I drilled and tapped into the cover of the ol' Holley model 1946. I am not using a jet of any kind, just whatever fuel can flow through that 1/8" nylon line is what fuel is "metered" into the top of the float chamber when the solenoid opens.
Here is the fuel regulator:
It is Aeromotive. I got it really cheap on ebay (like $25?) because the idiot that listed it listed it very simply as "fuel regulator" or something, I was one of only two people bidding. It is worth much more.
There is a lot going on in the picture.
1) The orange wire is positive power to the booost switch, set at 5 psi.
2) The white wire sends power to the fuel solenoid under boost
3) The green arrow is the fuel supply to the regulator.
4) The orange arrow is fuel going to the carburetor fuel "T" where the fuel solenoid is located.
5) The red arrow is fuel return back to the 5 gallon cell.
6) The blue coiled tubing is air hose, used from the carb bonnet to the white plastic "T", where boost then goes to both the top of the regulator for boost reference, and to the small black boost switch.
One other thing I noticed today.........I re-wired my tach so I can see what my rpm's are at when it shifts....4200!!!!
NO, I AM NOT GOING TO HURT MY VALVE SPRINGS at only 4200!! Hahaha!
Dang, that means that version 1.1 isn't going to be anywhere near its potentntial when I get back to the track for the baseline runs. At 4200 rpm's, it is just getting going!! Does anyone know how to raise the shift points on a stock 1984 C5 that was behind a 3.8 CFI V-6?? If I could get the RPM's up to 5,500 beforeit shifts, that will make the car much faster. I do NOT have the vacuum modulator hooked up, since it is just a "race" car for now. (yes, that means I have to drive in first gear to and from the side street 4 blocks away to do my "test runs")
I will probably leave the trans as is, and get some baseline runs. I am expecting HUGE gains when the C4 is swapped in with the TCI Street fighter torque conveter. My buddy Joseph picked up a C4/3000 converter for his 2.3 turbo Mustang, so the race will be on who gets his done first - Hahaha!
Oh yeah, and for those who want to know, I have the Holley "Red" pump feeding directly into a Master E2182 EFI pump (from a 1986 F-150 or something? It is the frame mount one, not the in-tank one - - - and it was FREEEE!!! See "project turbo six rules" on the first page...)