Now we are talking. Open spacers are lots of fun.Looks like open carb spacer is the go to with the Air Gap intake. I’ve got room for about 1/2” only. This will help clean up the topside of the engine and remove doubt about whether or not I’m spraying.
We test six Edelbrock intakes, five different carburetors, and an armful of carb spacers to help sort out your best induction combo. Find all the details inside Hot Rod Magazine.www.motortrend.com
I think those were up to 250 like my Cheater plate.I’m conservative, mine was only worth 100 hp. Could’ve been worth whatever the RPM kit was rated for, but not on this engine, there’s no need - the power is there all the time!
35 total. The advance on my HEI is doing the same thing as yours. I’ll see if it will free up but I’m looking at alternatives.I think those were up to 250 like my Cheater plate.
The bottom end in mine is ready for spray..if and when I decide to do so. Want to get a bigger kit for the Chevelle at some point, then move the Cheater kit over to the wagon.
Just want to drive the wagon for now. Only moved about 5 feet so far...working on the timing now. The hei crapped out, so put the Pertronix in this affernoon. More adjustable.
How much timing you have in yours?
This one was in the car when I got it. Pretty sure it is one of those $50 cheapies, had a red cap and rotor. Should have kept the rotor, sure seems like it was bigger than the new one. Pretty sure it is making the weights stick open. They are too big anyway, so I don’t mind not using it.35 total. The advance on my HEI is doing the same thing as yours. I’ll see if it will free up but I’m looking at alternatives.
Mine is their billet distributor. They are easy to curve and it fits in the engine compartment. Looks more old school too.Good thing about a Pertronix ign. is that it fits in the old style distributor that is much easier to tune and make a lock out for drag racing IMO.
Did you post the dyno of this engine in this thread?Your Chevelle gives me hope that running well into the 11s on street tires with a mild gear is doable. You have a few advantages though; converter (4K) and gear (3.31) jump out as major differences. You have a better intake (square port) and carb arrangement (Holley), too. I’m also thinking you’re slightly lighter (3925) going down the track as well.
You’re probably several tenths slow running exhaust manifolds compared to headers, and obviously, I’ll have that same challenge soon enough.
Are these things enough to keep me out of the 11s? I don’t know...but we will see soon enough.
Here you go.Did you post the dyno of this engine in this thread?
I skimmed through but didnt see it if you did .
Quite a long book here lol
What is the cam in this engine ?