Ok, so I need some opinions...

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evil16v
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Re: Ok, so I need some opinions...

#16 Post by evil16v » Tue Aug 05, 2008 9:10 pm

http://www.paeenterprises.com/paeframe.html

The above is a link to PAE where i got my SP converter.

They were a version of the 400 that the early BIG Buicks Used.
There was a switch on the gas pedal that change pressure to
the converter, and changed the the stall from like 1100 to something
in the 2000 range originally. Pae makes their own in different stalls.
Mine is the pae 4000. In high stall I have near 4k stall. low is about
1400. It is on a switch in the car. if i put in low at a light, it tries
to pull the car! Launch like a race car... cruse like an Electra. my
car is pretty choppy. it needs converter but it drives nice, on low stall

Jim Burek at pae is a good guy... give him a call if your interested
Rob
'70 GS Stage 1, 466 BBB, 11:1,wiesco pistons, stock rod, ported Edelbrock heads, 1.55 rollers, single plain intake, 950 Quickfuel, aeromotive ss pump, TH400, 9" PTC converter, 3.90 12bolt, NOS Mini, NX Single entry Crossbar

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wikd69
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Re: Ok, so I need some opinions...

#17 Post by wikd69 » Tue Aug 05, 2008 10:16 pm

evil16v wrote:http://www.paeenterprises.com/paeframe.html

The above is a link to PAE where i got my SP converter.

They were a version of the 400 that the early BIG Buicks Used.
There was a switch on the gas pedal that change pressure to
the converter, and changed the the stall from like 1100 to something
in the 2000 range originally. Pae makes their own in different stalls.
Mine is the pae 4000. In high stall I have near 4k stall. low is about
1400. It is on a switch in the car. if i put in low at a light, it tries
to pull the car! Launch like a race car... cruse like an Electra. my
car is pretty choppy. it needs converter but it drives nice, on low stall

Jim Burek at pae is a good guy... give him a call if your interested
Thats pretty cool. I'll look at their stuff. When I recycle this trans-case I may look at a new converter - I'm running a B&M Nitrous HoleShot 3000 - anti-balloon plates, etc. Not sure what the actual stall is with this big block. When I get this back on all fours I'll disable my two-step and do a dead-lock WOT check. If the trans doesn't absolutely self-destruct at that point I should be able to determine my actual stall speed. Whatever it is, it could be higher with this cam <g>.

Thanks for the info, I'll take a look at it. :-)
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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stroker1
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Re: Ok, so I need some opinions...

#18 Post by stroker1 » Tue Aug 05, 2008 10:47 pm

[/quote] Ever thought of a switch pitch?[/quote]

That sounds kinda perverted. You don't think he does that kind of stuff do you? :shock:
'87 S10 stock suspension, Caltracs, 9" rearend, 1.82 Glide, 383 SBC,
Brodix Track1 Heads, 14:1 compression, 180 shot plate,
2" tube Hussler Headers, 1.38 60ft., 6.20 ET 1/8th, 109 MPH,
Still Tuning, more to come.

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wikd69
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Re: Ok, so I need some opinions...

#19 Post by wikd69 » Tue Aug 05, 2008 11:55 pm

stroker1 wrote:
Ever thought of a switch pitch?[/quote]

That sounds kinda perverted. You don't think he does that kind of stuff do you? :shock:[/quote]

Yeah, that was my first thought too, but he doesn't drive a Nova, so he's prolly not that twisted. :mrgreen:
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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evil16v
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Re: Ok, so I need some opinions...

#20 Post by evil16v » Wed Aug 06, 2008 11:20 am

wikd69 wrote:
stroker1 wrote:
Ever thought of a switch pitch?
That sounds kinda perverted. You don't think he does that kind of stuff do you? :shock:[/quote]

Yeah, that was my first thought too, but he doesn't drive a Nova, so he's prolly not that twisted. :mrgreen:[/quote]

actually a buddy and i in our younger days... used to spend a bunch time on a '72. It wasn't that much just headers a 400 a HUGE Q jet(didn't run well on a muggy night-LOL) 3.08's, posi, saginaw 4 speed, co op front tires, dunlops out back, midas gl's (coilover shocks), SSM bars,,,, not much but was FUN on the street. :smt003
Rob
'70 GS Stage 1, 466 BBB, 11:1,wiesco pistons, stock rod, ported Edelbrock heads, 1.55 rollers, single plain intake, 950 Quickfuel, aeromotive ss pump, TH400, 9" PTC converter, 3.90 12bolt, NOS Mini, NX Single entry Crossbar

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wikd69
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Re: Ok, so I need some opinions...

#21 Post by wikd69 » Wed Aug 06, 2008 12:28 pm

evil16v wrote:
wikd69 wrote:
stroker1 wrote:
Ever thought of a switch pitch?
That sounds kinda perverted. You don't think he does that kind of stuff do you? :shock:
Yeah, that was my first thought too, but he doesn't drive a Nova, so he's prolly not that twisted. :mrgreen:[/quote]

actually a buddy and i in our younger days... used to spend a bunch time on a '72. It wasn't that much just headers a 400 a HUGE Q jet(didn't run well on a muggy night-LOL) 3.08's, posi, saginaw 4 speed, co op front tires, dunlops out back, midas gl's (coilover shocks), SSM bars,,,, not much but was FUN on the street. :smt003[/quote]

So, you *did* have a Nova at some time in the past. Stroker1, you may have been correct... ;)
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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evil16v
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Re: Ok, so I need some opinions...

#22 Post by evil16v » Wed Aug 06, 2008 9:36 pm

Btw.. so you bracket race any or are serious about it?

That is a the weakness of the switch pitch, consistency of the
switching of the pitch may throw you a few hundredths ether way.
Rob
'70 GS Stage 1, 466 BBB, 11:1,wiesco pistons, stock rod, ported Edelbrock heads, 1.55 rollers, single plain intake, 950 Quickfuel, aeromotive ss pump, TH400, 9" PTC converter, 3.90 12bolt, NOS Mini, NX Single entry Crossbar

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wikd69
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Re: Ok, so I need some opinions...

#23 Post by wikd69 » Wed Aug 06, 2008 11:15 pm

evil16v wrote:Btw.. so you bracket race any or are serious about it?

That is a the weakness of the switch pitch, consistency of the
switching of the pitch may throw you a few hundredths ether way.
Naw, I'm too wimpy to bracket race. I just collect time slips and brag :mrgreen:
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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wikd69
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Re: Ok, so I need some opinions...

#24 Post by wikd69 » Wed Aug 06, 2008 11:36 pm

Mod 2. I think this one is a keeper.

The original design with that big old honking fuel supply line hanging over the top of the blower belt finally gave me terminal heebie jeebies so I spun the regulator 180 and built this mounting bracket / hose guard this evening instead. I think this will work better. Do ya like the artsy lightning hole design I put in it ? I'm so creative.... :D

Image

The raw steel looks a little blah from the front but that'll change when I figure out what color powder coat to use. This might also be a good spot for me to practice my pin striping :D

Image

Image

And a view from the side so you can see the mount and spacing, etc. This hardware fit quite nicely into this space. And no, the carb linkage does'nt hit the fuel line, it just looks that way.

Image
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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evil16v
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Re: Ok, so I need some opinions...

#25 Post by evil16v » Thu Aug 07, 2008 11:36 am

wikd69 wrote:
evil16v wrote:Btw.. so you bracket race any or are serious about it?

That is a the weakness of the switch pitch, consistency of the
switching of the pitch may throw you a few hundredths ether way.
Naw, I'm too wimpy to bracket race. I just collect time slips and brag :mrgreen:
than it's the perfect set up for your weekend warrior type :mrgreen:
Rob
'70 GS Stage 1, 466 BBB, 11:1,wiesco pistons, stock rod, ported Edelbrock heads, 1.55 rollers, single plain intake, 950 Quickfuel, aeromotive ss pump, TH400, 9" PTC converter, 3.90 12bolt, NOS Mini, NX Single entry Crossbar

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wikd69
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Re: Ok, so I need some opinions...

#26 Post by wikd69 » Thu Aug 07, 2008 11:44 am

evil16v wrote:
wikd69 wrote:
evil16v wrote:Btw.. so you bracket race any or are serious about it?

That is a the weakness of the switch pitch, consistency of the
switching of the pitch may throw you a few hundredths ether way.
Naw, I'm too wimpy to bracket race. I just collect time slips and brag :mrgreen:
than it's the perfect set up for your weekend warrior type :mrgreen:
Yep :-) Between occasional runs down the track and chasing hamburgers around the valley here, I'm a happy guy :)
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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wikd69
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Re: Ok, so I need some opinions...

#27 Post by wikd69 » Mon Aug 11, 2008 11:58 pm

Update: The new fuel system generates or absorbs (or both) a *lot* of heat. Made a short 40 mile run up the valley on Saturday with outside ambient temps in the 80's, not terribly hot. When I arrived the entire fuel system, including the aluminum fuel cell itself, was very, very hot. I'm not sure how much of that heat came from the Aerospace pump, how much came from #10 lines hanging in the air flow near the radiator, or was heat absorbed from trans cooler lines nearby.

dang.

Back to the drawing board.
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

HAULIN' IT
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Re: Ok, so I need some opinions...

#28 Post by HAULIN' IT » Tue Aug 12, 2008 10:59 pm

I would concider changing the "drilled" 90* fitting you have on the inlet of the regulator.....I would think a 90*, but like the ones you have on the lines going to the carbs (tube 90*) would be a better choice. I realize that is probibly a bigger line than you really need, but it just seems to me your selling yourself short compared to the other fittings. Just my Two cents....you did ask :lol: Lorne

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wikd69
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Re: Ok, so I need some opinions...

#29 Post by wikd69 » Tue Aug 12, 2008 11:43 pm

HAULIN' IT wrote:I would concider changing the "drilled" 90* fitting you have on the inlet of the regulator.....I would think a 90*, but like the ones you have on the lines going to the carbs (tube 90*) would be a better choice. I realize that is probibly a bigger line than you really need, but it just seems to me your selling yourself short compared to the other fittings. Just my Two cents....you did ask :lol: Lorne
Thanks for the input Lorne :)

I'm constrained on space there and wanted to keep the regulator as far back from the blower belt as possible, hence the low-profile 90 fitting on the inlet. I'm not terribly concerned with flow restriction, this goofy pump moves way over 5 gallons a minute as installed, so I'm more than likely going to downgrade the pump to something a little more realistic <g>.
1969 ProStreet Camaro RS Best 9.75@139 1.46 60'
Blown 427 BBC, TH400 w/Brake, Back-Half Ladderbar
Narrowed 12-Bolt, 4.10 Gears, Spool, Moser 33 Spline

http://www.marsh-racing.com/harrys_camaro-1.htm

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sc68z28
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Re: Ok, so I need some opinions...

#30 Post by sc68z28 » Tue Aug 12, 2008 11:59 pm

Harry this is a QUOTE from another site, they are talking EFI fuel systems but any return style system would be similar, I think.


QUOTE from Brett with Aeromotive...link to thread... http://www.theturboforums.com/smf/index ... ic=92977.0
"All Aeromotive EFI pumps are, and have always been, in-line by design. This simply means fuel flows through the electric motor, providing cooling and lubrication, and allowing a motor so large that it would not be rated for 100% duty cycle in a T-style pump (not in-line) to provide 100% duty cycle service. Other companies, including Magnafuel, are seeing the explosion in the high HP street market, and are responding with similar style fuel pumps to tap into that potential sales stream.

In testing for durability, Aeromotive does not use or need any kind of voltage control or voltage/speed reduction. One of the continuous duty tests we perform is a constant run till death, at 60 PSI and 13.5 volts. The test fuel container holds roughly 3 gallon of gas, which is constantly recycled through the pump, a flow meter and back to the tank. The typical A1000 durability test runs for 2,000 continuous hours. Hot fuel handling is not a problem of any kind during these tests, same for the Eliminator and Pro-Pump, though they don't last quite as long.

The reason Aeromotive recommends a fuel pump speed controller for use in the car has more to with the nature of EFI engines than anything else; simply the fuel flow is a constant, from the pump to the engine compartment, through the fuel rail, to the regulator and back to the tank. The fuel flow path includes significant exposure to engine and exhaust heat, particularly through the fuel rail, atop the cylinder head(s). Underhood temperatures, depending on the chassis and engine/power adder type, can easily range between 200-400 deg f, especially in traffic, where there's little airflow. A typical A1000 fuel pump will recycle over 2 GPM at 40 PSI. With a modern automotive fuel tank capacity at 15 gallons, assuming the tank is full, every 7.5 minutes all the fuel in the tank has seen the engine compartment. In one hour of driving, again assuming the tank stayed full, the contents would have been recycled 8.5 times. Given fuel consumption and a dwindling volume in the tank, it's probably closer to 12 or more times.

My point is, when fuel recycles, through the engine compartment, it's heated. The bigger the pump, the faster temperature climbs. Once fuel reaches 140 deg f in the tank, hot fuel handling problems can develop, regardless of the pump, it's just the laws of physics at work. By the way, assuming a 2,000 HP capability naturally aspirated, that's 1,000 lbs/hr of fuel or roughly 2.7 GPM. So with the Magnafuel 4303 and a 15 gallon tank it's a 5.5 minute recycle rate, 11 times an hour with a constantly full tank, closer to 18 times per hour in the real world."

Do you use a pump speed controler?
---Bill.
68 Camaro, 380ci, Procharger, G-force 5 speed, EFI, 7" 2 disc clutch, best ET 8.69 @159
Best 60' vid http://www.youtube.com/watch?v=1OLzx5jBo4w

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