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Author Topic:   Squirter Size?
65_289
Gearhead

Posts: 758
From:
Registered: Jul 2001

posted 11-07-2001 05:40 PM     Click Here to See the Profile for 65_289   Click Here to Email 65_289     Edit/Delete Message   Reply w/Quote
I know that if you get a bigger squirter, the fuel from the pump shot will enter the carb quicker, but the duration of the shot will be shorter. My question is, how can you tell if you should get a bigger/smaller squirter?

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1965 Coupe, Tremec 3550, Steeda Tri-Ax, Cable Clutch conversion, 3.25 gears, Ford XB3 longblock, x303 heads, B-Cam, 9:1 comp., Tri-y headers, cut-outs, Ford Racing high-torque mini-starter, Pertronix Ignitor & Flamethrower coil, Accel 8.8mm wires, 650 double pumper, Edelbrock RPM intake, K&N air, Holley electric fuel pump & AFPR, dual 2-chamber Flowmasters, Summit 3-way fronts, Rancho 5-way rears, 5-leaf springs, Chrome Export Brace, Griffen Radiator, Comp. Eng. subs.

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chris eck
Journeyman

Posts: 11
From: PalmHarbor Fl. U.S.A.
Registered: Oct 2001

posted 11-08-2001 09:10 AM     Click Here to See the Profile for chris eck   Click Here to Email chris eck     Edit/Delete Message   Reply w/Quote
I went bigger on my 351c 650 dbl pumper and my hesitation off the line got worse.Went smaller down to 25 front and 25 rear and the bog is gone.Had 28 fronts and 32 rears.Squirters will cost ya $8-10.00 a pair to play with.Results for me were opposite of what you normally do, but after I disconected the secondary linkage and then nailed it an the hesitation was gone I knew I was getting too much fuel for my set up.So I started going smaller on the squirters and the bog slowly went away.Also consider what size your pump cam is as the color denotes size.

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kid vishus
Gearhead

Posts: 4357
From: middle of NC
Registered: Oct 2000

posted 11-08-2001 09:36 AM     Click Here to See the Profile for kid vishus   Click Here to Email kid vishus     Edit/Delete Message   Reply w/Quote
Also, by unhooking your secondaries and the hesitation went away proved the majority of the problem was on the secondary side.

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chris eck
Journeyman

Posts: 11
From: PalmHarbor Fl. U.S.A.
Registered: Oct 2001

posted 11-08-2001 10:14 AM     Click Here to See the Profile for chris eck   Click Here to Email chris eck     Edit/Delete Message   Reply w/Quote
Yeah,was definetly a secondary problem, might run up the primaries back to #28 squirter from that #25.Just dont have a good selection to work with.

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kid vishus
Gearhead

Posts: 4357
From: middle of NC
Registered: Oct 2000

posted 11-08-2001 10:25 AM     Click Here to See the Profile for kid vishus   Click Here to Email kid vishus     Edit/Delete Message   Reply w/Quote
I know all about that part. (not having a good selection) My car responds real well now with the secondaries unhooked, but I cant get the stumble out of the secondaries. I need to buy a pump cam and squirter kit.

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Just Jim
Gearhead

Posts: 381
From: So Cal
Registered: Feb 2000

posted 11-08-2001 06:39 PM     Click Here to See the Profile for Just Jim     Edit/Delete Message   Reply w/Quote
I gave up trying to get the stumble out of a 650DP on my Morris and just went back to a well tuned 600 vac secondary which works fine. I have a large assortment of squirters and pump cams none of which seemed to fix the problem.About every 6 months I take the carb out of the box it came in when new, 2+ years ago,put it on the car and try something new to get the stumble out. I end up putting it back in the box. I think it's that silly shiny silver color instead of the classic gold color why it doesn't work.

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"Just Falcon Around"
1962 Falcon 351W
1958 Morris Minor 289

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cpmaverick
Moderator

Posts: 1564
From: Auburn, AL.
Registered: Jan 2000

posted 11-08-2001 10:35 PM     Click Here to See the Profile for cpmaverick   Click Here to Email cpmaverick     Edit/Delete Message   Reply w/Quote
I have a similar problem with my 650DP. My 600DP drives absolutely fantastic, 19 MPG freeway, but swapping to a 650DP leaves part throttle drivability VERY lacking. WOT is terrific though. I have been trying hard to fix the problem but have pretty much decided that I'll just swap back to the 600DP after track season is over. My 650DP was bought used, the 600DP new, so that may have something to do with it but I did rebuild and clean it (it looked great).

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-Charlie Ping
1970 Maverick Grabber
[email protected]
Daily Driver
http://www.maverickgrabber.com

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bluestreek
Gearhead

Posts: 1228
From: Athens,GA
Registered: Jul 2001

posted 11-08-2001 11:16 PM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
I have run a 650 DP successfully on 289/302 engines.. I usually have to run them a little rich on the primaries to get the part throttle stumble out of them.. The problem comes from not enough booster signal because of the small displacement of the engine.. Primary jets of 70 to 73 and setting the float level high enough to trickle out of the sight hole will usually get rid of the part throttle stumble.. It also helps to close off the secondary plates to improve the idle signal and mixture..

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cpmaverick
Moderator

Posts: 1564
From: Auburn, AL.
Registered: Jan 2000

posted 11-09-2001 12:13 PM     Click Here to See the Profile for cpmaverick   Click Here to Email cpmaverick     Edit/Delete Message   Reply w/Quote
Thanks for the tips. I have 70 primary jets now and 73 secondary. I'll work on my secondary linkage, I am pretty sure that is where the problem is.

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bluestreek
Gearhead

Posts: 1228
From: Athens,GA
Registered: Jul 2001

posted 11-09-2001 08:43 PM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
I adjust the secondary plate screw almost closed but not to the point of binding the plates in the bore.. Also, you can bend the secondary linkage so the secondaries don't start coming in so soon, but the secodaries don't usually open as far..To fix this, you can drill a new linkage hole in the primary lever just below the original one, to increase the ratio..

Stock Holley squirters are generally not a problem on SB fords unless they are restricted by a poor gasket alignment or a bad casting, which happens more than you think.. Always check the alignment of the little hole in the bowl gasket and the squirter circuit, to make sure that there is no restriction..

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chips67
Gearhead

Posts: 651
From: louisville, ky, usa
Registered: Jul 2001

posted 11-14-2001 11:37 PM     Click Here to See the Profile for chips67   Click Here to Email chips67     Edit/Delete Message   Reply w/Quote
i actually felt an improvement by going from #28 SQUIRTERS to #35/#37's in my holley 650 dp and changing the stock power valve from a 6.5 to a 4.5. 25 sqirters sounds a bit small to me on anything but stock. why is the one guys carb jetted 70/73? does it have a pv? if so, the 3 size spread seems odd. dont ignore the power valve when tunning for off idle drivability.

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67 coupe, 650dp and rpm intake on 5.0 with afr 165 heads, 4 speed, 4.11's.....best so far is [email protected] in 1/8 mile with 1.79 60ft. time.

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bluestreek
Gearhead

Posts: 1228
From: Athens,GA
Registered: Jul 2001

posted 11-15-2001 01:56 PM     Click Here to See the Profile for bluestreek   Click Here to Email bluestreek     Edit/Delete Message   Reply w/Quote
Chips... Where've you been hiding, buddy???


Don't forget that you're running those high dollar AFR alum. heads.. So you're setup is always gonna be more "fuelish" than most stock-type setups..

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chips67
Gearhead

Posts: 651
From: louisville, ky, usa
Registered: Jul 2001

posted 11-19-2001 02:54 PM     Click Here to See the Profile for chips67   Click Here to Email chips67     Edit/Delete Message   Reply w/Quote
my pc has been down a while. modem is about shot and it still on its last leg.

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67 coupe, 650dp and rpm intake on 5.0 with afr 165 heads, 4 speed, 4.11's.....best so far is [email protected] in 1/8 mile with 1.79 60ft. time.

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