toddwallace
Member
I wanted to update everyone on my stalling problems and highly reccomend a GREAT guy in the DFW area. I found an ad on Craig's List for Hot Rod Carb rebuilding so I thought I would give it a try. As I have posted for some time, I have been chasing a stalling / dying problem under hard acceleration. My car has been to SouthWest Mustang, Dallas Mustang and various guys along the way. I had gone from Vapor Lock to Electrical problems to Ignition and ended up having my Carb rebuild. I have added a fan Scroud and Aluminum Radiator to rule out over heating and Vapor Lock. I have upgraded to MSD Distributor, Coil and Digital 6 to rule out ignition. I took the car to Dallas Mustang for a Dyno Tune in hopes of fine tuning things, but the results were a lot lower than I expected. I was to the point where I was going to replace the carb, but decided to give it a rebuild as a sanity check as that was cheaper than adding a new carb. First off, here is his contact number for anyone needing car rebuilds.. Can't reccomend him enough..
Classic Car Carburetor Rebuild Service (Farmers Branch)
Todd McGuire
hotrodtodd70 at gmail dot com
IF you need his mobile number let me know and I will pass it on to you to avoid spam calls
Here is a video of his GT500 that he use to own
http://www.youtube.com/watch?v=yDJxc47Q648
Now for the History of the carb..
The carb is a Holley 650 DP that I bought from ZRay which was on his Supercharged 1966 Shelby GT350. Choke plate was removed as the carb will be in a supercharger bonnet. Brass floats were removed by myself and replaced with Nitrile solid floats so they won't collapse under pressure. The carb was originally plumbed by Craig Conley as I couldn't get things to fit inside the bonnet.
Dallas Mustang said they put in .70 jets in the front and .83 jets in the rear. The squirters are 42. The rear power plug was blocked off.
Craig Conley at Paradise Wheels (Paxton Expert) reccomends : Jets :70 in pri, 84 in the sec, and open up power valve restrictor holes by 10% and use 25 squirters in pri and 28 in sec. side.
Todd McGuire installed the correct bowl fittings, larger elbows, #28 shooter, jet extensions, high flow QFT power valve w/one piece gasket, new bowl/metering block gaskets, and #72 jets in the primary. He threw in some extras like straightening the bent accel. pump arm and inspecting for plugged passages, etc
Attached are 3 pictures.. one comparing the bowl fittings, one comparing the inlet elbows and the last showing there were no jet extensions. I think you will be able to see how fuel flow was restricted by the bowl fittings and inlet elbows and the lack of jet extensions starved the jets for fuel under hard acceleration. Also the huge squirters installed by Dallas Mustang seem to be excessive possibly to compensate for the restriced fuel flow.
I installed the carb today without the supercharger bonnet and was successful at running through the gears aggressively without any stalling or dying. I still have some fine tuning to do, but this was the best the car has run in a LONG time. Actually feels good. Over the last year, I have been afraid some Honda Civic would rev thier engine at a red ligt and I would stall at the green light. I now don't have that fear... I think my problems has been a lot of little things. Todd McGuire got me straigthen out..
Classic Car Carburetor Rebuild Service (Farmers Branch)
Todd McGuire
hotrodtodd70 at gmail dot com
IF you need his mobile number let me know and I will pass it on to you to avoid spam calls
Here is a video of his GT500 that he use to own
http://www.youtube.com/watch?v=yDJxc47Q648
Now for the History of the carb..
The carb is a Holley 650 DP that I bought from ZRay which was on his Supercharged 1966 Shelby GT350. Choke plate was removed as the carb will be in a supercharger bonnet. Brass floats were removed by myself and replaced with Nitrile solid floats so they won't collapse under pressure. The carb was originally plumbed by Craig Conley as I couldn't get things to fit inside the bonnet.
Dallas Mustang said they put in .70 jets in the front and .83 jets in the rear. The squirters are 42. The rear power plug was blocked off.
Craig Conley at Paradise Wheels (Paxton Expert) reccomends : Jets :70 in pri, 84 in the sec, and open up power valve restrictor holes by 10% and use 25 squirters in pri and 28 in sec. side.
Todd McGuire installed the correct bowl fittings, larger elbows, #28 shooter, jet extensions, high flow QFT power valve w/one piece gasket, new bowl/metering block gaskets, and #72 jets in the primary. He threw in some extras like straightening the bent accel. pump arm and inspecting for plugged passages, etc
Attached are 3 pictures.. one comparing the bowl fittings, one comparing the inlet elbows and the last showing there were no jet extensions. I think you will be able to see how fuel flow was restricted by the bowl fittings and inlet elbows and the lack of jet extensions starved the jets for fuel under hard acceleration. Also the huge squirters installed by Dallas Mustang seem to be excessive possibly to compensate for the restriced fuel flow.
I installed the carb today without the supercharger bonnet and was successful at running through the gears aggressively without any stalling or dying. I still have some fine tuning to do, but this was the best the car has run in a LONG time. Actually feels good. Over the last year, I have been afraid some Honda Civic would rev thier engine at a red ligt and I would stall at the green light. I now don't have that fear... I think my problems has been a lot of little things. Todd McGuire got me straigthen out..
