Ok…we are rollin’ along now. I’m also running these over on Armed Forces Car Club, so there will be two winners, one for this site and one for theirs.
Here is the next car.
This is (again) a 60’s era car. This is not of the Big 3 but this company brought us some excellent cars with some healthy power plants under the hood.
In it natural state (right off the assembly line), this car was not a muscle car, but now days you can find them with all kinds of transplants.
When installing a new engine or even modifying your present power plant fuel and intake system you have a few things to consider.
Of course the size of your fuel pump, where it and the fuel filter is located, size of the filter, size of your fuel line, fuel pressure. Along with that jet size or injector size and baffling in your fuel tank. All of this is important to ensure your fuel delivery system can maintain full pressure at peak engine horsepower in high gear.
All of these need to be adjusted or “sized” to accommodate less controllable factors such as Altitude, air temperature and idiosyncracies of your fuel, like quality and octane rating. Yes even specific gravity of your gas can effect the jetting.
Here are some jetting requirement of a 750 CFM 4 barrel Holley for specific fuel, temps and altitude options:
Octane Temp. Altitude Front Jetting Rear Jetting
94 80F 0 ft 81 86
110 Race 80F 0 ft 81 83
94 80F 3000 ft 76 81
94 80F 6000 ft 73 77
94 40F 0 ft 84 89
94 120F 0 ft 78 83
Oxgenated fuels toss another factor in to be considered when determining your jetting requirements.
Studies of shown that every 1 point richer in air/fuel ratio equals only a few percent less power. Running the engine as lean as possible will increase your power but also increased combustion chamber temp, which can damage your engine.
