Hey Paul. I was talking about the doms being on the 6-71 when I started. I was running an aeromotive pump for that.
As you know, the doms AND the 6-71 are gone now.
Here is where I am RIGHT NOW after cam change, went to Hampton 8-71 blower, Enderle birdcatcher BLOWN GAS system. All the injection was bought NEW. Nothing off ebay.
Engine: D0VE-A 460 with TRW .030 forged pistons with dished tops and valve notches and coated skirts. Front AND rear engine mount plates. ARP bolts throughout the entire engine.
Cast D1VE heads ported to felpro gaskets 2.260x1.980, Manley server duty race valves 2.19 int/1.76 exh. Longer screw in studs with guide plates and crane gold wide body 1.73 roller rockers. Crane 1 piece 3/8 pushrods with tapered ends. Crane solid roller lifters and Crane solid roller cam...... SPECS: lift int 578/ exh 599, dur @ 50 int 232/ exh 242. 112 lobe separation. Crane double valve springs with matching retainers and keepers. Crower double row timing set with deg adjustment at cam. Cam degreed in per specs.
Custom equal tube length headers with 4" outlets and turndown pipes with pyros in both sides and o2 sensors.
Steel crank double keyed snout with steel hub for pulleys
Ford HP rods
BLOWER SETUP: Hampton 8-71 with new Teflon strips. Older Mike Kuhl Enterprises Blue Thunder intake. Blower still driven at 10% under like 6-71 was and it was making 5-7lbs boost. Havent made a run yet to know boost on 8-71 at 10%under. Thinking more volume and close to same boost.
NOS SYSTEM: Plate system mounted between hat and blower. Tank not even filled yet. WILL NOT use it till I get injection all set up correct. 450 HP capable but I am just wanting to go 75 hp to use the nos to cool blower at end of run.
INJECTION: Enderle Birdcatcher, belt driven 80A-1 pump. Tag said 7.1 GPM, nozzles are 30. I run 110-112 racing fuel. I have a fuel cell in trunk. I use my aeromotive electric fuel pump with pre and aft aeromotive inline filters to push fuel to regulator. From regulator it goes to surge tank with Holley fuel bowl on it. From surge tank it goes through nostalgic filter to the 80A-1 pump, then through 3 way valve to hat. I have the main pill holder with a 120 pill in it. High speed bypass has a 50 in it. The front cap screw has a blind pill behind it. All 4 return lines go right back to surge tank. Tank is vented into a secondary overflow for safety which is also vented. The electric fuel pump regulator supplies fuel to my primer system also and to the NOS system and fuel gauges.
Butterflies are set at .012, barrel valve tag says 22%.
IGNITION: MSD 6AL, Blaster coil, Taylor 10.4 wires, Mal Unilite dizzy with cyntrifical advance. Boost Master Timing box (also have timing adjust box mounted beside it. Can switch to either one in seconds), 2 step box for trans brake and rev limiter.
DRIVELINE: New Competition Transmisions 4,500 stall double balloon plate converter mounted to heavy duty flex plate, P/G trans with pro tree trans brake, pro bandit shifter and electric shiftnoid (ratio unknown), trans fluid cooler, new heavy duty custom driveshaft, ford 9" with Richmond 4:86 gears on a strange spool with strange axles. 15x15x33 MT's, 4 link suspension all reinforced with heavy plates boxed in and adjustable coil over shocks. Wilwoods on all 4 corners. Tubular upper a-arms on front mustang 2 suspension. Full tube chassis with double dragster cages, all aluminum interior. Chassis shop set it up and weighed in at 51.8% front and 48.2% rear. 3,200 lbs (3,400 with me in it).
COOLING: electric water pump, aluminum 2 row rad with dual fans. Restrictor plate in thermostat housing.
I have been doing a lot of reading last night and tonight and the problem I was having was I was leaning out idle and about the time it sounded the best it would be hard to start and flood very easily. If I left it a little rich it would start easily. It would push a little (very little) black smoke but 1-2 cracks of the throttle would clear it right out and the throttle response was awesome. But I was thinking the leaner the better. Also, as I leaned it out the RPM's would go up to 2,700-3K. When a little rich it was around 2k.
From what I read they said to take it to where you think the "lean" is best and then go "fat" (thinking that means rich) 1-2 flats on the turn buckle. They all seemed to agree that every system is different and that teaching yourself about injection is inevitable. I was looking for any pointers or tips to help me with the idle mixture set up.... and I still am. And while I AM self teaching by looking up and reading everything I can find. There is a book that I have postmarked that they say is worth its weight in gold. I have also signed up with two other forums to try and learn more.
If there is anything you can offer, or if something doesn't look properly matched with the system PLEASE let me know. Usually they always say there isn't enough info posted so I tried to cover EVERYTHING........ but I'm sure I missed something. If there is something else needed to figure things out or to assist in helping me or giving me tips just ask. I will be more than glad to try my best to try and find out anything you might need.
Thanks Paul and I hope I didn't miss anything
Have a good night, Auggie