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 Post subject: 1050 E85 Conversion
 Post Posted: Sun Apr 10, 2011 9:32 pm 
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Joined: Mon Nov 01, 2010 8:37 pm
Posts: 24
Working on my 1050 conversion for my 69 Roadrunner. Just finished up the blocks tonight. I started with a set of 34-4 QF blocks. I got them at 49 bucks a piece which is the best I could find on blocks anywhere. Made them fully adjustable so that I can mess with Emulsion sizes. I am going to start with the standard calibration I have been using on the carbs I do, these are 4 hole emulsions, .028-X-.028-X. This has gone well for my with all of the carbs I have done from 4150 - 4500. I do want to try and go smaller and see how that effects the mixture and curve. I dont want to go any bigger as I think that will cause too much turbulance in the main wells.

The blocks have the .178-.187 tapered main well. I went with a .180 cross channel. (I had previously done .175 cross channels but want to try the larger channel.) Here are the rest of the specs on the carb:

Carb Setup
BoosterBanjo 0.184
BoosterInsert 12 hole .070
Stake Tube 0.182
PMJ 93
SMJ 103
HSB 0.025
IAB 0.060
PV 4.5 Hg HF
PVCR 0.082
IFR 0.046
TSJ 0.105
antisiphon 0.028
Blocks QF 34-4
E-Holes .028-B-.028-B
Mainwell .178-.187 Taper
Cross Channel 0.180
Squirters .047 Hollow
Pumpcam Yellow #1
Accel Pump 50cc


This carb will be going on a 499" Mopar wedge motor. Cam is 272 - 276 duration @.050 on a 108 centerline with a 110 LSA. This is a 3600lb FB/TB car expecting 10.50's.

This was origionally an 8896 no HP dominator. The only hard part was fitting the banjos as I had the HP versions from BLP and had to cut around .030 off the end to fit. Took a lot of time and measuring but worked out well.

I drilled and tapped the main body for TSJ's so that I can tune on them as well. I will post up some pics when my camera gets charged up.

Anything you guys see that you dont like?


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 Post subject: Re: 1050 Conversion
 Post Posted: Tue May 03, 2011 7:55 am 
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Joined: Mon Nov 01, 2010 8:37 pm
Posts: 24
Man it has been quiet around here. Well I was hoping to have something to report on this conversion but went to the track Saturday, after a mad dash saturday morning to get ready, only to find out my torque converter had a big crack in the weld around the snout...Dumping fluid everywhere. So no passes Saturday. However the car does sound nice and crisp with the carb and the idle circuit seems to be just about right.

Going out again Thursday to make a couple passes with the new combo. I wont have any comparison numbers on gas as this engine is new and was fired on E85 and will be run on E85.


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 Post subject: Re: 1050 Conversion
 Post Posted: Tue May 03, 2011 11:37 am 
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Joined: Mon Oct 29, 2007 7:07 pm
Posts: 1422
Location: Florida
Nothing to report, I'm in my busiest time of year, last race a few weeks ago with no Racepak data. Probably 2 more weeks before I'll race again. I did get my brothers 1250 back from a tumble and Alodine job from BLP, I'll start on it next week.


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 Post subject: Re: 1050 Conversion
 Post Posted: Wed May 04, 2011 8:32 am 
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Joined: Mon Nov 01, 2010 8:37 pm
Posts: 24
My biggest concern is traction with my new combo. Its a low deck 499" mopar so it will already have a bunch of torque and still using my 28.5 x 9 x slicks. I have a set of 30 x 9 to try as well. My only saving grace are the 4.10 gears. Hope to see short times in the mid 1.4's and ET's around 10.60. I have the Cal-Trac suspension on the car so I should be good.


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 Post subject: Re: 1050 Conversion
 Post Posted: Thu May 05, 2011 11:07 pm 
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Joined: Mon Nov 01, 2010 8:37 pm
Posts: 24
Well just got in from the track and had a good night. Only got two clean runs to tune with but made some big strides.

The 1st pass was 10.788 and I could feel the car pop higher in the RPM range and it left like a sled. Didnt gain any H2O temp going down the track so I know I was rich.

Jetted the car down to 91-101 and that was the ticket. Woke the car right up.

2nd pass

60...1.4698
330..4.2687
660..6.6399
MPH.103.35
1000.8.7008
1320.10.4513
MPH.128.72

Car gained 5* of H2O temp so it was a great pass. Cleaned up the launch and pulled strong in high gear. There is definetly more left in it as this are the only passes on the engine.

I am going to leave the tune alone for now and try it on Saturday and see if the consistency is there.

AJ


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 Post subject: Re: 1050 Conversion
 Post Posted: Sat May 07, 2011 12:40 pm 
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Joined: Sun Jul 19, 2009 2:14 pm
Posts: 83
Location: Rochester, NY
Looking good AJ. Your definitely getting close and able to run a lot less jet. One question - is there a step in the booster banjo's like the 1150 you built?

My motor is torn down and I started reassembly yesterday. Decided to go through everything so it all got pulled down and washed. I had forgotten how much I hate spiral-locs ](*,) until I needed to take the pistons/rods apart for washing, etc.

The heads got checked out and it looks like I only need a valve job - all the valves checked out ok \:D/

_________________
Mark Slayton
Rochester, NY
Quick Rod 130C
Super Comp 130C


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 10:13 am 
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Joined: Mon Nov 01, 2010 8:37 pm
Posts: 24
Mark I did use the skirted booster in this build as well like the 1150.

I am having some minor issues with idle circuit I have tried a smaller IFR with poor results and smaller IAB with poor results. I can get the idle nice at 13-1400 put it in gear 1100. Idle will hold very nice put in gear nice. Drive the car to the staging lanes fire it up idle is at 1000 - 800 in gear. I have been scratching my head trying to figure this out.

Only got 2 runs Saturday before the rain. The weather was changing rapidly from first pass to second pass (rain was falling as I was on return road). I leaned the jets down for the second run but went too far as I gained around 12* of temperature. I will be setting the jets back to the 91-101 and hopefully putting more passes on the car Thursday.


AJ


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 11:49 am 
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Joined: Mon Oct 29, 2007 7:07 pm
Posts: 1422
Location: Florida
Where is the idle jet located, up top or at the bottom location? Bottom can make an improvement in how well it runs at idle and on the transition circuit.


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 12:15 pm 
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jmark I relocated to the bottom location. I did it just for that reason.


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 4:57 pm 
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Joined: Sat Feb 07, 2009 4:12 pm
Posts: 1215
Location: Adelaide Australia
So Im going to ask a question here; Am I right in thinking that ajcasini's carby is a 1050 with skirted boosters (making it flow around 950) and its got 90's to 100 size jets? Holley sizings? And Jmarkaudios carby is a 1250 and its got 150 sort of jets? Why the discrepancy in jet sizes, thats seems a large difference. Or whats going on?


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 8:00 pm 
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Joined: Mon Nov 01, 2010 8:37 pm
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Shrinker, yes mine is a 1050 with skirted boosters. I would say a little closer to 1000cfm. My jets are standard Holley size of 90-100. I also believe that my blocks are a little different than jmarks.


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 9:29 pm 
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Joined: Sat Feb 07, 2009 4:12 pm
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Location: Adelaide Australia
AJ, your jetting seems about the right size to me for the changes to E85 from what theory I know (havent got it here) but Mark's seems large to me, I'll wait until he confirms it.


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 Post subject: Re: 1050 Conversion
 Post Posted: Sun May 08, 2011 11:19 pm 
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Joined: Mon Oct 29, 2007 7:07 pm
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Location: Florida
My 1050 with skirted boosters is at .152 jet size, but no O2 readings or chance to dial it in. Left out the SD card the only night I ran it, but it did run well until I had a red lite. Been working heavily since. I'll get some info in a couple weeks. Also depends on the skirt size, I don't know wha AJ has, but mine are only about .025 in thickness, a .950 outer diameter. BLP sells them in .010 increments. I may take them out and try straight boosters at some point, just doing some experimenting. The 1150 has large jets, but likely due to the small taper that the 1150 has below the venturi. Most of the guys running Dominators seem to be running skirts, which will lower the jet requirements sometimes a substantial amount depending on the skirt size. I'll have some more time to play with it again soon, suffering withdrawal symptoms lately from no racing... ](*,)


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 Post subject: Re: 1050 Conversion
 Post Posted: Mon May 09, 2011 12:10 am 
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Joined: Sat Feb 07, 2009 4:12 pm
Posts: 1215
Location: Adelaide Australia
Ahh Ok so your at .152" which is close to 109 jet. thats OK then.


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 Post subject: Re: 1050 Conversion
 Post Posted: Mon May 09, 2011 9:12 am 
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Joined: Mon Oct 29, 2007 7:07 pm
Posts: 1422
Location: Florida
I may be on the rich side still, I'll find that out next time I run. Most of what I've seen Mark Sullens run is in the low 100's with a 1" skirted booster. So I'm not too far off.


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