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Total entries in this category: Published On: Feb 08, 2011 10:40 PM |
Tue - February 8, 2011Sat - December 11, 2010Wed - November 10, 2010You might say I went right up to the factory and picked it up, it's cheaper that wayH&H Classic Parts for Chevrolets,
not exactly the factory, but a local supplier of parts for the
truck
www.hhclassic.com My Christmas gifts to myself will be from H&H! Posted at 10:31 PM Thu - November 4, 2010Parts is here!4 out of the 5 orders have arrived at
the house. Hose, hose connections, studs, gasket, carburetor adaptors, and
aluminum. But no fuel block. Actually, the no show is the one I don't need at
the moment.
Since the last "Truck" post, I have modified the throttle bodies and blocked off the power valves on the end carbs, rebuilt the linkage, and rebuilt all the carbs. In the process of rebuilding, I did find a few problems in the carbs that could have affected the performance. So far things are moving in the right direction. Now, I will fabricate new adaptors from aluminum to lower the carbs on the intake and reduce the possible vacuum leaks. Posted at 07:27 PM Mon - September 27, 2010Carb adjustments one more timeA few posts ago, I discussed Volumetric
Efficiency as it applies to this truck. I did switch to the smaller carbs in
order for the VE numbers to be closer. A much noted gain in power and
drivability was noticed by myself and my passenger. (Mitsy agreed to join me
for a test run.) However the idle issue
remains.
The truck will not idle unless the choke is completely closed. This indicates a vacuum leak somewhere in the induction system. SInce the choke is the first item on the induction system and the problem does not appear until the spark plug fires, I am unable to quickly find the problem. However, once I am at WOT (Wide Open Throttle) the choke must be opened for maximum power. The following is a list of possible problems. 1. A vacuum port on a carburetor is not sealed properly. I have three carburetors and each one has four vacuum ports. 12 vacuum ports to consider. 2. The carburetors are not sealed to the intake properly. 3 carbs, so three possible problems. 3. I fabricated adaptors for the intake in order to rotate the carbs 90 degrees. (Rotating the carbs allowed the use of the throttle lever without modification and helps ease the throttle connections.) However, this added another gasket to each carburetor. And the possibility one or all the adaptors leak. 4. The intake attaches to the head with the same bolts as the exhaust manifold, thus possibly causing a leak in that gasket. 3 ports on the intake connecting to the head. This brings the total to 21 known possible vacuum leaks. 5. Each carburetor has various metering ports throughout. The metering ports allow the carburetor to supply just enough air and fuel to keep the motor at idle. However, with three carburetors, I have three times the amount of air/fuel entering the engine at idle. And not necessarily at a controlled amount. In walks Stacy David. Actually, his show "Gearz" is on my iTunes TV list. One of his shows addresses the issue of Tri-Power and Six packs. Of course this title caught my attention. (He just completed a V8 powered barstool ) He focused on three 2 barrel carburetors, but the solution is the same. On the two end carburetors, replace the existing throttle body with a solid throttle body and remove the choke and power valve. (The throttle body is the bottom piece of the carb that contains all the metering ports) I do not know of a solid throttle body for the Monojet carb, so I filled all the metering ports on what I had, thus creating a solid throttle body. The choke was easy to remove. Now to remove and plug the power valve???? Ole' Stacy just screws the supplied plug into the power valve location. However, I don't have the plug and my power valve does not screw in. It just sort of floats in an opening and does something. I did permanently plug 10 of the 12 vacuum ports. I need two ports; one for the vacuum advance on the distributor and one for the vacuum gauge in the cab. This takes care of problem #1. I have new gaskets for mounting the carburetors and mounting the adaptors. Problem #2 and #3 fixed. A new intake gasket with new mounting hardware will take care of problem # 4. Problem # 5 is almost fixed. Anybody got any ideas on the power valve? Posted at 12:34 AM Mon - October 19, 2009The Hot Rod CompanyIn the days of researching under-bed Stainless
Steel Gas Tanks for a 1969 Chevrolet C-10, I discovered a cool shop: The Hot Rod
Company. I believe it will be worth your while to visit the site and
see the hot rod accessories.
Unfortunately, I did not find the tank I needed at the site, but I did find a fuel sender I desire. The sender is in route to me and will be installed this weekend. I am considering the flip-top fill, stainless of course. Posted at 10:24 PM Sat - October 10, 2009It does take a Rocket Scientist.How many Truck restores can say their assistant
is a Rocket scientist who once worked at the Ballistic Research laboratory?
Or, The brew assistant once worked in the Chemical Battalion of the Army? I can, I am cool like that. 
I made him do the cleaning while I got to weld. New stainless steel fuel tank is installed. New stainless fuel lines, pump, and filter installed tomorrow. New carb setup this week. Posted at 11:50 PM Things to make...http://gizmodo.com/5361874/bicycle-is-a-bar-pizzeria-and-dance-club-all+in+one
Posted at 12:50 AM Sun - February 17, 2008This is hard.It is difficult to work on a truck when there is
no covered area, the parking area is grass, it rains every third day, tornadoes
are near, it drops below freezing for a few days a couple of times a week, and I
have been sick.
I am trying, believe me. Posted at 10:41 PM Tue - January 22, 2008The formula behind carburetion(CID x rpm x VE)/3456=cfm
CID-Engine Displacement in Cubic inches rpm-maximum revolutions per minute, or redline VE-Volumetric Efficiency, how well the engine breathes. Most engines range from 75%-85%. cfm-cubic feet per minute. How much air the engine pulls through the carburetor. The closer the engine cfm and the carburetor rated cfm, the more efficient the engine runs. So, the truck starts here. I know the displacement but I have to guess at the max RPM and VE. (250 x 4500 x 75%)/3456=242. The one carburetor, a Rochester Monojet, originally on the truck has a cfm rating of 210. So even with the conservative estimates on max rpm and VE, the truck was under carbureted. After replacing the old exhaust manifold with tube headers and the old intake with a more efficient design, the truck does breathe better. I do not know an exact amount, but I will assume at least 5% better then before. The engine was bored out .030 in. when rebuilt, so now it has a displacement of 258. Using the formula again… (258 x 4500 x 80%)/3456=283 If I use three of the stock sized carburetor, the rated CFM needed will be 630. To achieve this cfm from the engine, I will need to improve the VE to 122% and build the engine to withstand 7000 rpm. The only way to achieve above 100% VE is to install a supercharger or Turbo. Since a both improvements cost a lot of money, I will choose another route. The Monojet carburetor has a smaller version that is rated 160 cfm, so three of these carburetors handle 480 cfm. Seemingly easier numbers to achieve. To come close to these numbers I would need to…. Increase rpm to 7500 at 80% VE Increase rpm to 5500 at 105% VE Since this is not an exact science and there are factors that I have yet to apply to this formula (actual atmospheric pressure, true increase in VE, temperature of air entering the engine, etc.), I will allow for a margin of error of around 32 cfm. Increase the rpm to 6500 at 80% VE or Increase the VE to 100% at 5500 rpm Now I am off to find the redline of an inline Chevy 250 with stock internals. Posted at 07:16 PM Fri - January 11, 2008the truck is back!Would you rather have a fuel system that delivers
fuel and air when you stomped the gas pedal or would you rather have a system
that sends fuel to the cylinders in order for the cylinders to pull air in
faster, thus sucking fuel into the air being pulled into the
cylinder?
Or Fuel injection or Carbureted? I personally think that the carburetor was used by the Man to keep us down! Posted at 11:02 PM Sun - January 6, 2008The TruckActually fired up and ran after sitting for a
month. My goal this month is to draw up what needs to be done as far as body
work. If you have any ideas, let me know.
Posted at 10:23 PM Sat - August 18, 2007Northern Migration, Part 3I order to unload the truck the boat needed to be
unhitched. SO I made the decision to put the boat in the garage and leave room
for a car. I ran into one big problem. The driveway does not go straight into
the garage. In order to put the boat to one side, I had to push it up a slight
incline and push it sideways against the front wheel. Now the truck is unloaded
and I have all but my truck at the same address!
Posted at 01:00 PM Northern Migration, Part 2, Chapter 3 and 4As the sun dropped below the horizon, I glanced
in my mirror at the side marker on the boat trailer, only to find them not
working. I debated with my self and Booda if I could make it the last 75 miles
before the light vanished. Booda said no. With that I pulled into a parking
lot and investigated. What I found was that the connector on the Uhaul had a
short inside the plastic. I attempted to fix it, gave up and called Uhaul. As
the gentleman was trying to talk me through re-wiring the trailer, I managed to
get a connection. However it ranged from all lights flashing, all lights on,
all lights dim, to all lights off.
With the randomness of the lighting situation, I stopped again a little further down the road and found that the Left hand turn/brake light was not functioning. By jamming a wire in the connector, I was able to get lights and the right side brake lights. Good enough and I really did not want to wait for Uhaul to show up. Posted at 12:56 PM Northern Migration, Part 2, Chapter 2This is a fact that all drivers need to remember:
If you are able to drive 70 Miles an hour with the parking brake applied, your
parking brake needs to fixed.
The parking bake on the Uhaul has a buzzer and auxiliary light to remind the driver that that parking brake has been applied. However, neither of the two worked on this truck. Needless to say, I drove many miles with the parking brake engaged. As a result, parking became an issue. Posted at 12:47 PM Study in Rochester M/MV carbs in a multiple carb set up on an inline
Chevrolet six cylinder (250 ci)
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