Is there a "how-to" assist when tuning with a wide band ?

[axisg]

been a bit since I had a chance to even drive the car. Drove it to work yesterday and a run downtown burn up the last of the petro tank. Filled up with Esso on the way home last night. I find the sensor and gauge to be less erratic as time goes on.
So this morning after driving into work I checked and re-set the timing again to 36 deg at 2200 rpm ( it was down to 34 ).
1.5 turns out on the carb gets me
14.3 - 15.5 idle
13.3 - 13.5 - cruise
11 - 13 WOT

1.25 turns out on the carb gets me
14.9 - 15.7 idle
13.7 - 14.5 cruise
12.1 - 12.7 WOT
This setting feels down on power.

So I would guess I am at the stage to start swapping out to smaller jets and rods. I may just start with the rods as they are easier to swap out and although less than ideal the 1.25 turns outs setting is pretty close at everything but WOT

 

[pontiacgp]

Your cruise numbers should be higher than at idle. Do you know what your primary rods are?

 

[axisg]

never had a reason to crack it open. Per the edelbrock site I found
1904-Main Jet: .073; Metering Rods: Primary-50M, Secondary-DR)
1906 - ?? 795 cfm recommended for big block 454 applications
1910-Main Jet: .074; Metering Rods: Primary-50M, Secondary-CE)

Guy I bought the carb from also built my motor ( and its twin in his chevelle ). He ran this carb for a few years swapped it for a fast efi set up. He always said it was a 'brock 1906.

 

[drogg1]

For me octane levels have nothing to do with it. I get better fuel mileage and my car runs better with no ethanol in the gas

http://www.theglobeandmail.com/glob...lem-with-ethanol-in-gasoline/article29103634/

Just to be clear, I wasn't saying ethanol should run better or get better gas mileage. In fact, higher octane means the fuel is less energy dense and so of course will likely take more to deliver the same amount of energy which translates to worse fuel mileage.

Sorry to derail the thread a bit. In regards to tuning, I think you could now move on to dialing in the primary jets/rods. It is important to remember that the jet and rod size interact. At idle/off-idle the rod is roughly seated in the jet which gives a certain maximum fuel signal. As throttle is opened, the rod raises out of the jet to a final tip width. I believe there are a few types of primary rods with different tip sizes.

So, changing jets affects fuel delivery from idle to WOT. Changing just the primary rods (using the same tip size) changes fuel delivery from idle up to but not including WOT.

 

[pontiacgp]

never had a reason to crack it open. Per the edelbrock site I found
1904-Main Jet: .073; Metering Rods: Primary-50M, Secondary-DR)
1906 - ?? 795 cfm recommended for big block 454 applications
1910-Main Jet: .074; Metering Rods: Primary-50M, Secondary-CE)

Guy I bought the carb from also built my motor ( and its twin in his chevelle ). He ran this carb for a few years swapped it for a fast efi set up. He always said it was a 'brock 1906.

from what I have read the 1904 is the same cfm as the 1906 but is recommended for 305 up to 454, the 1906 is recommended for the BB 454 so I wonder what the difference is in the two carbs.

 

[pontiacgp]

looks like an easy job to change the main rods......and although I like my quadrjet the edelbock carb looks easier to work on.

 

[axisg]

[ 315, member: 256"]from what I have read the 1904 is the same cfm as the 1906 but is recommended for 305 up to 454, the 1906 is recommended for the BB 454 so I wonder what the difference is in the two carbs.[/QUOTE]

I seen your other post. The 1906 is a Qjet that has been manufactured by Edelbrock. They apparently bought the tooling from Rochester when gm / mopar stopped building cars with carbs.

Far as I can tell the only difference with the 1906 is the full electric choke/

http://quadrajetparts.com/edelbrock-quadrajet-carburetors-t-10.html

 

[pontiacgp]

just realized that video I posted isn't for the style of carb you have. .....

 

[DmcL]

subbed.. haha was wondering if anyone else on gods green earth was going to use a wideband to tune instead of the older methods. i happen to have a wideband from ecu tuning some previous cars so i figured i may as well use it on my SS.

great thread to stumble on here