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 Post Posted: Sun Jul 08, 2012 6:47 pm 
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Mark you can also use "channel smoothing" to take some of the spikes out of those graphs. I do that on mine so I can get a better idea where the "average" readings are.

Oh, and the one thing, if you don't already have it I'd install a driveshaft RPM sensor. Those will show you tire spin which might be needed to explain why you might have slowed down on a run. Engine RPM, driveshaft RPM and O2 are the 3 main things that are needed IMHO.

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 Post Posted: Fri Jul 13, 2012 8:11 pm 
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When's your next time out Mark??
I am going Sunday if the weather holds out :-

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 Post Posted: Sat Jul 14, 2012 4:38 am 
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I'm not sure - we're testing my buddies Top Sportsman corvette this weekend, so I'm hoping next weekend. I went through the car yesterday and cleaned it up from last weekend and dropped the main jets to .124.

Good luck Sunday!!

Mark

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 Post Posted: Wed Jul 25, 2012 8:18 pm 
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Just confirmed that we're bring both my buddies TS Corvette and my car to the track this weekend for a two day event. This should give me plenty of passes to sort out the main jet and perhaps try a MAB adjustment. This should get me a sold tuneup before trying Mark & Bruce's emulsion package.

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 Post Posted: Sun Jul 29, 2012 7:47 pm 
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Just got in from day two at the track. I forgot to pull the memory card from the LM-2 before I left my buddies house, but the jet change to .127 is still rich at about .780 lambda, but certainly was a huge improvement. The car now builds at little heat going down track and picked up .20 from 3 weeks ago, with only about 400ft better denisty altitude. Three weeks ago my fastest pass was 8.40 at 159 with a 1.22 sixty ft at 3200 ft altitude, today it ran a best of 8.19 at 164 with a 1.18 sixty foot at 2898 ft DA. I'm sure some of the change is the rings seating on this motor since last time out were the first passes of the engine and it was so rich. The car is a bit inconsistant, running between the 8.19 to 8.23 range over the six passes I made today even though the 60's stayed between 1.187 and 1.195 all day.

Before I reduce the jet size any further, I'm going to try pulling 1-2 degrees of timing out of the car next time out since I'm at 38 degrees now, which is what I tended to run on gas.

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 Post Posted: Sun Jul 29, 2012 8:37 pm 
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Using 1.00 skirted boosters is why you need less jet than we use. Give it what it wants, the ET and MPH will tell you.


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 Post Posted: Sun Jul 29, 2012 8:49 pm 
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I agree with mark. I run those in my carb and I am at 95 Holley jet size with my car and run at .80 lambda. I would drop down Jet before changing timing.


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 Post Posted: Sun Jul 29, 2012 9:45 pm 
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Thanks Mark & AJ, I'll drop the jet down to .123's and see how it likes it. I'm already really pleased with the performance of the car and sneaking closer to 8.0's would be fantastic. I'm assuming the consistency will also improve as I get closer to a more optimal tuneup.

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 Post Posted: Mon Jul 30, 2012 8:19 pm 
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Yeah you will get much more consistent as you lean on it. Mine would walk .04-.05 when I was running at about .75-.76. Once I got her leave dip to .80 she might move .02 in a day. At the WFC in Bristol over 3 days with varying weather conditions went as fast as 6.678 and slowest of 6.710. Sunday the car went 6 6.682-6.687 8 rinds in a row. So you will get there tuning on it.


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 Post Posted: Tue Jul 31, 2012 5:47 pm 
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Thanks AJ. that's good to hear. I'm going down to a .121 next time out.

I also think I may need to start increasing the size of my TSJ from the .084 because I'm starting to get an off idle hesitation as I lean down the mains. During one of my time runs I matted the gas and the car stalled. I tweaked the idle mixture screws out 1/8 further each and it seemed to improve for the remainder of the day. My o2 reads very lean at idle, but it's in the collector so I assume it's pulling in fresh air. It idles well right at 1000rpm after it warms up and I don't get any rpm drop when I pull it into gear.

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 Post Posted: Tue Jul 31, 2012 6:38 pm 
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Mark had the same thing go on with mine stalling coming up on the 2step. I would increase the size of the ifr to .046 and drop the iab to .060. This took care of my problem. Comes up quick and clean now and picked up about .03 in 60' with the change too.


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 Post Posted: Tue Jul 31, 2012 9:26 pm 
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Remember that a Dominator is no different with E85 than it is with gas. The t-slot position and length can vary enough that forces the idle jet and bleed to change depending on the body. I've been down to .046 and as much as .052 on the idle jet, .052 to .065 on the IAB. You are OK with an .084 t-slot jet, try going down .005 on the IAB.


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 Post Posted: Wed Aug 01, 2012 8:05 pm 
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Thanks Mark. I guess I should always start with the IAB since its so easy to swap quickly. I'm still learning and appreciate everyone's help and feedback. This is the first carb I 've ever built and I'm very please so far with its performance.

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 Post Posted: Thu Aug 02, 2012 4:56 pm 
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The Innovate LM-2 is a faulty design in the RPM section. Some people get lucky and it works for them but it seems to be a buggy design. Now that their forum is closed its difficult for people to source solutions. The best solution found on the forum to get RPM working was to use the SSI-4 and connect the RPM to that then plug that into the LM-2.


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 Post Posted: Thu Aug 02, 2012 5:32 pm 
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Thanks Shrinker. I was considering that to allow me to add drive shaft rpm anyway, so I guess that might be the best solution all around.

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