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 Post Posted: Fri Jul 06, 2012 4:41 pm 
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Location: Rochester, NY
After over a year on the sidelines with a broken car, the dragster is loaded and I'll be headed down tomorrow to run the new engine and the new E85 carb I pulled together with the info I learned here. I'll need to post the carb configuration later, but excited to get the car out and test with Innovate LM-2 installed.

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


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 Post Posted: Fri Jul 06, 2012 5:27 pm 
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Good luck Mark, and hope your "stuff" all comes home in one piece!! \:D/


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 Post Posted: Fri Jul 06, 2012 5:32 pm 
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Good luck Mark. Let us know how it goes.


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 Post Posted: Fri Jul 06, 2012 5:42 pm 
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Location: Auburndale, Florida
\:D/


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 Post Posted: Fri Jul 06, 2012 9:07 pm 
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Thanks everyone. Looking forward to seeing how the car runs. It sure sounds good at idle, nice and crispy and definitely a different crackle then the C12 I've been running for years. My baseline set-up is as follows:

I started with the green Quickfuel blocks and opened the main well to #3 taper
.180 angle channel
.182 booster pins
.185 banjo passages
1.000 skirted boosters
12 hole booster inserts with holes opened to .072
ifr - .043
IAB - .065
TSJ - .084
MAB - .025
Jets - .142 BLP front and back
Emulsion from top down:
.028
Plug
.028
Plug

.140 viton N&S
.040 squirters

I know Jmark and nomad have done some updated work on their emulsions so I have ordered some .020 and .024 emulsions that I can use the second day out. My plan is to put a few passes on this combination and test the main circuit this week and then begin tuning from there. It's the first time using the LM-2, so hopefully I get some good recordings tomorrow that help refining the combinations.

One other note from today - it felt fantastic to pick up 15 gallons of race car fuel at $2.99/gallon vs the $10+ per gallon I has paying for C12 \:D/

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


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 Post Posted: Fri Jul 06, 2012 9:12 pm 
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Forgot to mention that I started with a 9375 HP 1050 Dominator.

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


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 Post Posted: Fri Jul 06, 2012 9:53 pm 
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C12 is $11 a gallon here now and I just paid @200 for a drum of methanol, which is $3.64 a gallon.

FYI, I'll be firing up that 1150 Dominator that is the sister carb to the one you got within the next few days but it's on methanol. ;-)

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Necessity is the plea for every infringement of human freedom. It is the argument of tyrants; it is the creed of slaves.

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 Post Posted: Sat Jul 07, 2012 7:56 am 
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Good luck Mark!!!!!!! Yea the price of that stuff is good as I got 23 gallons and it was $73 bucks!!! But I burned up most of it in the driveway trying to get the idle right :- ..

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running E85
Best ET 8.07
Best MPH 170.71
Barry


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 Post Posted: Sat Jul 07, 2012 10:39 pm 
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Just got home from the track and was able to make 4 passes. The rpm isn't working on my LM-2, so I had issues telling what my o2 readings were like going down the track and I was being extra careful about being too lean the first time out. My initial tune-up ended up being blubbering fat and I had issues doing a burnout and launching the car. I made two passes in the initial configuration to rule out other issues and then a third where I started recording after my burnout so that I could isolate the pass and try and get a read on the o2's. Lamda was around .700 the third pass, conforming what I thought re: being rich, so I made a big jet change from .141 to .133 and the car was much cleaner, but still fat with lamda in the .720-.730 range and didn't gain any temp going down the track. I'll try to post the lamda graphs tomorrow (if I can figure out how to use the software :- )

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


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 Post Posted: Sat Jul 07, 2012 11:28 pm 
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Mark with those skirts I bet you will end up at .122-.125 on main jet size to get o2 where you want it. How was the cars performance even being that rich?


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 Post Posted: Sun Jul 08, 2012 12:10 am 
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Thanks AJ. At first I thought I might have had a bad converter because it wouldn't come up cleanly and it took the car a few hundred feet to start accelerating. My car is a 2004 Undercover Dbl slip joint car with a 482 BBC, dart 325 heads (out of the box), 12.8 to 1 compression and a Reher & Morrison roller cam with The first pass was: 274/278 at .050 and .740/.740 lift on a 108 center line. I never realy had a good baseline for the combination, so the current passes are all I have to compare. The first pass was as follows:
2 step rpm set at 5000rpm -car lunched and had a:
1.323 60ft
3.686 330ft
5.622 660ft
127.29mph
7.297 1000ft
8.722 & 157.97 mph

After the jet change: (from .141 to .133):

1.218 60 ft
3.461 330ft
5.359 660ft
129.73 mph at 660ft
7.004 1000ft
8.408 & 159.37 mph

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


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 Post Posted: Sun Jul 08, 2012 7:57 am 
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Good to here!!!!!!!! I am having some of the same issues your having also Mark and still working on it ](*,) ... My short time's are also suffering as there .04 slower than gas as of right now..
Not giving up.......yet.........as I still have 16 gallons left to tune with =; ...

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running E85
Best ET 8.07
Best MPH 170.71
Barry


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 Post Posted: Sun Jul 08, 2012 1:40 pm 
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Ok, trying to at least post a link to the third and fourth passes. The third is a .141 main jet from and back:

http://www.flickr.com/photos/42035422@N02/7529204288/in/photostream

It was very rich with Lamda in the low .700's. The fourth pass I leaned the mains down to .133 and got the following:

http://www.flickr.com/photos/42035422@N02/7529204586/in/photostream

It's still very rich, but ran considerable better by at least allowing me to do a decent burnout and it improved the launch. I'm going to take another .010 out of it next time I'm out and I'm hoping t also get the rpm function working so I can correlate the o2 to the run more exactly.

What do folks think? anything else you see?

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


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 Post Posted: Sun Jul 08, 2012 4:56 pm 
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Mark you can also run a wire from your transbrake to one of the voltage channels on that LM and it will show you when the transbrake applies/releases. It will show a vertical line when it's applied and also another one when it releases. That way you can tell exactly when the run starts.

RPM, well, I've heard of many ppl having problems with those but don't have a solution for ya. If you're running a crank trigger and a distributor that still has a magnetic pickup then you can use that to trigger the RPM function. On my DL-32 I bought a hall effect switch from Digikey and it works pretty slick reading right off the MSD crank trigger wheel.

JET? Yup, one more change like the last one looks like it might do it, and, that curve looks pretty good right where it is so the E package and MAB looks to be about right.

Looks like Barry has solved his problems as well so the big carb tuneup info should be showing up on here soon. =;

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Necessity is the plea for every infringement of human freedom. It is the argument of tyrants; it is the creed of slaves.

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 Post Posted: Sun Jul 08, 2012 6:02 pm 
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Thanks Ken. I do run a crank trigger and a MSD digital 7 box. Right now I'm pulling the tach signal from the back of my K&R switch panel (the same location that sends signal to the tach in my dash), but I can also try to relocate the pick-up point to directly on the MSD box and see if it corrects itself. I have a few things to try next time out, so hopefully one of them will help with the rpm log.. Thanks for the tip in the trans brake wire, I hadn't thought about trying that.

Yes, the .010 I was referencing will be a jet change. If it has a similar effect to the change from yesterday, it should put me very close.

I also needed to thank Jmark since it was his insight last winter (as in Jan 2011) which sent me in the correct direction with the E85 conversation. I had pieced together a theoretical tune-up from reviewing other sources on the web, but Jmarks work and then the feedback from AJ helped me make some changes that look to have gotten me very close. Like everything, it can almost always be inproved, but I'm very pleased with the results from yesterday, including the fact that in 90+ degree temps, my car's water temp never varied from a 150 - 170 degree range, including on the return road, were it used to creep up to 200+ on the way back to the pits.

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


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