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  #16 (permalink)  
Old 10-25-2016, 05:42 PM
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Quote:
Originally Posted by HeavyChevyDeluxe View Post

In regards to the measurement tool being 1.07" for the lean stop, I've read elsewhere and found a manual on setting these carbs up. They stated the tool is 1.304" in length to set the lean stop.. or am I reading incorrectly?


Nope. You are correct. I just got home and saw what you posted, so I dug through my stuff, found the tool and measured it.


1.304 is the correct measurement. I quoted the wrong (1.07) measurement previously.


Getting old sux.

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Old 10-26-2016, 01:13 AM
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I have officially given up on this damn thing... I pulled it apart again to set the float a little lower (3/8" as opposed to 11/32"). I also REALLY cleaned the hell out of it, even more than I did the first time just to be sure. I set the idle stop at 1.304" which came out to be roughly 3.25 turns from seated. I measured the plunger travel at just shy of 4/32", but greater than 3/32". There were no bent metering rods or anything out of the norm.


I slapped it back on and it still runs way too rich. It runs best if I hold the MCS in the down position... making me believe there's fuel being drawn from a separate source, but I'm not sure. I hooked up the dwell meter to see what's up. It reads pretty much a perfect 30 +/- 2 on the 6 cylinder scale, but after a few minutes once it's warmed up the dwell goes to a stead 58.9 or higher... which would be full lean?? I assume the computer is trying to correct for the overly rich condition.


I'm working on this car for a neighbor, and I recommended he switch to a 600 CFM Holley 4160 and a plain old HEI dizzy.. much easier to work with if you ask me
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Old 10-26-2016, 01:18 AM
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did you get a chance to read the Chart A2 in that manual i linked.. around digital page 910 or so i recall..
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Old 10-26-2016, 01:28 AM
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Quote:
Originally Posted by HeavyChevyDeluxe View Post
I'm working on this car for a neighbor, and I recommended he switch to a 600 CFM Holley 4160 and a plain old HEI dizzy.. much easier to work with if you ask me
Lol i couldn't agree more except I hate holley carbs for a daily driver.

Also if its an auto (700r4 or 200r4) then he'll also need to get the tranny off the computer as well.
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Old 10-26-2016, 01:35 AM
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Lol i couldn't agree more except I hate holley carbs for a daily driver.

Also if its an auto (700r4 or 200r4) then he'll also need to get the tranny off the computer as well.

87 only used a lock up torque converter.. kits are available to hook that back up easily..

no computer control of transmissions until 91 or 92... something like that..

it does have a throttle valve cable..

something is keeping the system from going into closed loop... verify you get a code 12.... be sure to take the jumper off the ALDL connector under the dash or it will be stuck at 30 degrees of dwell..
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Old 10-26-2016, 01:40 AM
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Originally Posted by waynep712 View Post
87 only used a lock up torque converter.. kits are available to hook that back up easily..

no computer control of transmissions until 91 or 92... something like that..

it does have a throttle valve cable..

something is keeping the system from going into closed loop... verify you get a code 12.... be sure to take the jumper off the ALDL connector under the dash or it will be stuck at 30 degrees of dwell..
The TCC (lockup) was controlled by the pos computer on the ccc qjet cars. I'm well aware there are kits. I've done a how to and have it on 2 other forums for wiring the tcc with gm parts (i normally get them from the bone yard to save money) for a couple years gm ran the tcc using a vacuum switch and break peddle switch to disengage the lockup and that's the system I always use.

http://www.v8s10.org/forum/viewtopic.php?t=38745

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Old 10-26-2016, 06:24 PM
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runs rich in Open loop and closed loop means there is a source of fuel that is unmetered.
The fact that in closed loop, the ECM is trying to lean the system out by shooting the MC solenoid to a 56 % dwell tells me the system is working fine.
Just need to figure out where the excess fuel is coming from.
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Old 10-26-2016, 06:27 PM
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Maybe the fuel pressure is too high?


Is the float new?
Could you have a float that is wrong?


IIRC there are 2 floats that can be put in. One has a shorter distance from the pivot pin, which would make it apply less force to the needle and seat, allowing pressure to overcome the fuel pressure at the inlet.
The longer one has a straight set of arms that goes between the jets/metering rods assembley, and the shorter version has curved arms that go around the jets.
The longer arms on the float would apply more force to the needle / seat giving it better control over higher pressure.


?
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Last edited by LATECH; 10-26-2016 at 06:39 PM.
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