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 Post Posted: Thu Jun 25, 2009 8:37 am 
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Strange Ranger wrote:
What size jet and ab`s should I start with in a 1050 without pv`s?


All that info is in this thread, probably on the 2nd or 3rd page. You do understand that those jet recommendations are "starting points" don't you? EVERY engine will likely want something different, especially on the MJ, which either afrs or time slips will dictate. EXAMPLE: Gearhead1011's engine liked 96 and 97 jets when he was running my old style 8896 with old style boosters. His new carb (9375) was WAY lean at that jet size and last I heard he was up around 100 or so with annular boosters. The jet sizes mentioned in this thread may or may not work welll for your engine and experimenting is the only way to find out. IAB, IJ, TSJ, MAB and PVCR will likely be real close though.

If this is a drag only engine, I'd recommend NOT running a PV until you get the jet sorted out. Once that is done, you can subtract the PVCR area from your final jet size area to come up with a new jet size for the primary side with a PV.

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 Post Posted: Thu Jun 25, 2009 10:50 am 
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Yes Ken this is a drag race only car. It currently has an older 3 circuit 9375 on it with 95/96 jets in it. I did see some tune ups back in this thread. I think i will start with the one Scott posted and tune from there. But am I correct with the rest of my previous post? I just need to modify the ts and idle passages like in this thread sense it is already a 2 circuit? I read on here also that you pluged some holes in yur carb, can you expand on which ones and why?


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 Post Posted: Thu Jun 25, 2009 10:54 am 
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Look here as it may help you some..This is the thread I started when I did mine.

viewtopic.php?f=6&t=5154

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 Post Posted: Thu Jun 25, 2009 11:18 am 
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I used the Tuner modded blocks on my 9375 and right now I have 90 PMJ with a hi flow PV and .093 PVCR and 106 SMJ. Using info from another thread here and jet size info from Holley's site and calculating the area the .093 PVCR + the 90 jet is real close to the 106 jet I'm using for SMJ. I know it sounds like a lot but the AFR is 12.9 - 13.1 and the EGTs average 1280. I actually staggered the jets last night and added ties to balance the EGTs. I guess I will see how that works this weekend.

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 Post Posted: Thu Jun 25, 2009 2:15 pm 
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Strange Ranger wrote:
Yes Ken this is a drag race only car. It currently has an older 3 circuit 9375 on it with 95/96 jets in it. I did see some tune ups back in this thread. I think i will start with the one Scott posted and tune from there. But am I correct with the rest of my previous post? I just need to modify the ts and idle passages like in this thread sense it is already a 2 circuit? I read on here also that you pluged some holes in yur carb, can you expand on which ones and why?


With a 2 circuit you are correct, t-slot jets, moving the idle feed passage down and threading bleeds and e-holes if necessary. As far as blocking passages, it depends on the number of e-holes for each barrel your blocks have, 2 seems to work best. If you have pics of your blocks on the main body side post them for us.


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 Post Posted: Thu Jun 25, 2009 6:56 pm 
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Yea I think I got it straight Mark, I can leave the emulsion holes alone because there are only 2. Ken and I had a little chat and agreed I was on the right track. And I did measure somemore passages, I will need to drill and tap a few to get the right size. I will let ya all know how it turns out when I get it done. Thanks for all the info.


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 Post Posted: Sat Jun 27, 2009 3:24 pm 
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Well since I need to replace the booster pins anyways. What is the best booster to use in a 2 circuit 1050? The carb has 8 hole unskirted boosters now. Just wannted to get my shipping monies worth from BLP.


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 Post Posted: Sat Jul 23, 2011 7:47 pm 
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Okay I was just wanting to clearify a few things with you guys. What o2 reading at idle would be considered to lean? And it I want to richen it up I would make the ifr jet larger right?


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 Post Posted: Sat Jul 23, 2011 8:23 pm 
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I would go down on the IAB like 5#'s to richen it..I would not worry about the AFR at Idle if it's to lean it won't idle..

But if you need to know mine.........Idles at 1200 rpm and it's around 14..

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 Post Posted: Sat Jul 23, 2011 8:31 pm 
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I have 12 hole boosters in mine but I think Mark prefers the 16 hole ones...

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 Post Posted: Sat Jul 23, 2011 8:33 pm 
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Yea thats kinda what I thought on the idle. I just put some 12 hole boosters in myself. I`ll see how it likes em in 2 weeks.


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 Post Posted: Sat Jul 23, 2011 8:38 pm 
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I had issues with mine to idle and remembered a trick tuner told me and that was to put a finger over the IAB to block some of the air..If it likes that then you will need to go smaller but go at least 5#'s..

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 Post Posted: Sat Jul 23, 2011 8:45 pm 
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Yea I agree that would be alot easier to change then the ifr. What size iab are you running?


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 Post Posted: Sat Jul 23, 2011 8:54 pm 
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Strange Ranger wrote:
Yea I agree that would be alot easier to change then the ifr. What size iab are you running?



With my 540 and the 1150 carb I have a 70 Iab with a .040 IFR
And I also have 4 holes in the throttle plates but can't remember
size for them #-o and about 3/4 to 1 turn out on the mixture
screws but they were drilled out a touch...
It don't matter if there out 1/2 turn or 3 turns just as long as
it idles and stays running when you drop it in gear..

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 Post Posted: Sat Jul 23, 2011 8:58 pm 
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I know everyone will be different, just curious. Thanks, mine are 67 without holes in the blades and a 40ifr, screws are 1 1/2 turns


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