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 Post subject: 1250 E85 conversion
 Post Posted: Mon May 28, 2012 11:26 am 
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Going to do this and wanted to post this to get some more info and please all interested post please..
I will be doing some long distance tuning with Mark and Bruce and with Mark S also...
I have most if not all the parts needed from Mark and Bruce so here it goes..
Metering blocks are BLP #5135H as all the parts came from them..
main well size is .233 and does not look tapered
exit hole is .187
kill bleed is .026
booster is a 12 hole with .057 holes
booster hole size is .199
booster pin size is .200

Now from reading here it looks like the booster holes need to be larger??

I also have holes in the throttle blades and after reading Mark S build I may have to replace them
if needed as this carb also has some T-slot showing with the blades showing..

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 Post subject: Re: 1250 E conversion
 Post Posted: Mon May 28, 2012 1:03 pm 
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Just pulled the boosters out of the 1250 and figured I should measure the hole size in the booster itself. Same 12 hole but the holes are .064 on these, there QF's boosters and the stock ones are 8 hole .076..
Although everything else is the same size..

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 Post subject: Re: 1250 E conversion
 Post Posted: Mon May 28, 2012 2:08 pm 
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Barry, that carb we talked about will be in my hands in the morning. I'll have something to do getting you the info you need.

Your boosters are just fine the way they are.


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 Post subject: Re: 1250 E conversion
 Post Posted: Tue May 29, 2012 5:29 am 
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Thanks Bruce, It looks like you guys are real close on your tune up so wanted to get it going and looks like Mark S. is almost ready to get his to the track to do some testing so hopefully we can get this together and do some testing with you and Mark along with AJ and others here to help...

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 Post subject: Re: 1250 E conversion
 Post Posted: Tue May 29, 2012 2:11 pm 
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Barry, Check you PMs.


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 Post subject: Re: 1250 E conversion
 Post Posted: Tue May 29, 2012 2:18 pm 
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Got it and I am on it!!!!!!!!!! Thanks!!!!!!!!

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 Post subject: Re: 1250 E conversion
 Post Posted: Thu May 31, 2012 8:20 pm 
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I got some of the work that need to be done on the main body of my 1250HP so that is done except for installing the boosters..
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I also got all the holes drilled and some of them done. I had to tap the PVCR and plug them with a 8/32 set screw as per instructions from Mark & Bruce I also have what needed to be plugged as far as the E-holes. Also got the Idle jet taped as that was moved to the bottom with a 6/32..
Now I just need my order from Mcmaster Car so I can finish it up.
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 Post subject: Re: 1250 E conversion
 Post Posted: Fri Jun 01, 2012 8:54 am 
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I'm wondering why we need to plug the PVCR holes when we're not running a power valve?

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 Post subject: Re: 1250 E conversion
 Post Posted: Fri Jun 01, 2012 9:17 am 
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Looking at the plug it seems like if one side of the PCVR is pulling more fuel it may be pulling fuel from the other side??? Sounds logical don't it...
The plug just seals it from the bowel there is nothing sealing it from each side..
Hummmm I may be on to something but may be wrong [-( ..

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 Post subject: Re: 1250 E conversion
 Post Posted: Fri Jun 01, 2012 12:51 pm 
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Ken0069 wrote:
So Bruce, what is the reason for plugging the PVCRs with set screws instead of just using a power valve plug? :-k


I like to see those PVCR plugged in order to isolate the mainwells from each other. So much goes into making sure the mainwells are the correct size for the fuel and application I'd prefer they be separate. Pretty much the same reason I do not like to see a jet hanging out on a screw in jet extension. That fuel between the extension and metering block adds to the "head" on the mainwell side of the jet. It's better to use slip on jet extensions. ie: nylon or brass tubing or BLP extended jets like I use.

I realize they may not "seal completely" but, what little leakage there is porbably won't affect things.


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 Post subject: Re: 1250 E conversion
 Post Posted: Fri Jun 01, 2012 1:11 pm 
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This is the calibration off of our "local loaner carb". We had it on a 540. It is what Barry is going to start off with.

idle jet .046
idle air corrector .063
main jet .136 (Holley Pt Number 122-136)
main air corrector .026
transfer slot jet .084 if you have an HP carb drill out what's in the there. If it's an old carb drill and tap
squirters .045

Emulsions starting from top

kill .026
.020
plugged
.020
.024
plugged

It goes without saying I suppose that there may be some calibration changes for Barry once he starts testing.


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 Post subject: Re: 1250 E conversion
 Post Posted: Sat Jun 02, 2012 6:06 am 
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I got the rest of my order from Mcmaster carr so hope to finish up the build this weekend and maybe fire it up on Monday =; ..

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 Post subject: Re: 1250 E conversion
 Post Posted: Sat Jun 02, 2012 9:20 am 
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nomad wrote:
I like to see those PVCR plugged in order to isolate the mainwells from each other.


I guess that makes sense as there is no other way for fuel to actually get in there with a plug in the PV hole. I wouldn't think that would be an issue though with a PV installed because the volume of fuel that would be available to that circuit would be more than enough to overcome any difference in signal from either mainwell, ie, PV open there would be enough fuel available to satisfy either sides demand.

Old dogs can learn new tricks. Sometimes! ;-)

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 Post subject: Re: 1250 E conversion
 Post Posted: Sat Jun 02, 2012 10:37 am 
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Think there would be some of advantage of doing this with my present gas carb??

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 Post subject: Re: 1250 E conversion
 Post Posted: Sat Jun 02, 2012 10:45 am 
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Beretta wrote:
Think there would be some of advantage of doing this with my present gas carb??


Maybe if you're blocking the PV.

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