I Spent $88 Bucks on Carb Jets and Added Nearly 100HP to My Barnfind Pontiac Firebird!

degree, a degree and a half of time, um, so we'll see where we are. We are that we have not made any fuel changes. Our fuel on the plugs looks pretty good right now, so we'll see. I'll let you know what happens next time. There is no real gain over time. There is no real gain. Yes, there are a few little spots here and there, but not enough, our White Band, look, how's the O2? Everything's happy again, let me leave it, yeah, everything's fine, it's still in the low, low, 12 seconds, High 11, right where we wanted it to be. 119 118 right there it goes up like 121 right when you turn it, so everything's smooth there, but over time it didn't really get much gain, so we might want to leave it and drive back the other direction and make sure we're not over Ed or something, it's a double check, but I was hoping it would be detected by looking at that spark plug, but it seems to be no G, it was only like a degree, a degree and a half, yeah, so it's not much, it wasn't much, we'll see. and we'll see if we're missing something, but a little bit down, ah, maybe me.

I think there might be more gain than what I see, yeah, that's true, it's only like a degree, a degree and a half and that's still nine horsepower, so we increase, yeah, in places like the peak, just We increased a couple, I think. four, but there are points that we're looking at, I mean there wasn't 10 horsepower right there, yeah, we might want to continue, it might be more than I realize, let's see there's 12 right there, so don't look just the peaks. Yes, if you eliminate everything else, you can see that there are profits everywhere. I mean, there's a constant gain, but it just gets bigger in different places where it's almost cleaner, it doesn't have these little dips, it actually stays clean throughout.

I've got a good one there, so that's it. where I just blurted out, so he turned around, okay, but we might be on to something. We'll look at that plug and see what it says. So what do you think? Look at the plug timing. Yes, it adds perhaps a degree of synchronization. what the plug says but based on that you might actually want a little more just look at the spikes it didn't say but overall I would say maybe at 68 it did something like some kind of fluttering but that was after the change light. it turned on and everything, yeah you could hear it kinda cracking right at the top, yeah that was like 6900 or something okay but the shift light was already on and everything so I don't know If that's higher than what we normally pull or what chips it has or what, I'm not sure, but we were way up when that was happening, like I was looking at the tack itself right here and it was right at 6900 when that was happening. that and that's when I let go, but everything else was fine, it made a little more power just sitting, we got a little bit of Spike and torque where I jumped on the throttle a little harder than normal, that's the whole anomaly with the torque converters and What not, but you can see how flat the power is up to 6900, yes I'm happy with everything, besides the little RPM that goes crazy right there, yes, but everything was super smooth on that, I just had to look at it and see, but it was chosen. everywhere we don't change anything, we just run it again, yeah, I don't know if the temperature was different or what it feels like, it seems like we've stayed at the same pole between all the The way to the ground this time is what you did, yeah, I thought I'd leave it until the end of the day and then finally go to the floor with it, but no, man, it was, I mean, I don't know what else.

We could do at that point other than just take the racetrack and check the plugs and stuff every time there's a real load on the track and everything in general. I think it's a lot happier now it seems like the progress is a lot happier. We made four or five jet changes to the group at least yes, I had to be present. I think we went from going down 10 jet sizes in total, yeah, um, we went up a degree and a half or so over time and I think we ended up with what was an extra 100 120. foot- PBS of torque yeah, 90 something like that. 92 horsepower, okay, pretty big gain, yeah, solid gain, yeah, mostly from fuel, surprisingly, that's it, we're going to track test it in a couple of days here and keep our fingers crossed if we can.

Get this car in the eight absolutely, we're definitely closer, definitely closer, okay, we're back at the car house from the dyo. I'm home from a wreck and uh a pretty successful Dyno day, it put over 600 horsepower into the tires and that's not with the party pulley that's with I think a 56 to the top pulley there um I don't know how much momentum I was doing. I forgot to ask that, to be honest, I was getting updates while on the plane via text, oh, Joe says 10. pounds of thrust, so the pulley generated 10 pounds of thrust. The guys were texting me while I was on the plane, so I don't have the full story yet, but from what I understand, they took some of the jet out and reset the time.

I think we have 27 degrees, is that the deal, I think it's a 28, we tried to get to 27, but trying to get a degree out was very difficult, so it has 28 degrees of timing, um, it's 10 jet sizes smaller than where we were, but I only think they are four sizes smaller than the

carb

s that came from C&J after they were rebuilt at the end of the dyno. Blake said it broke at about 6,800 RPM and that could be what tickled the rev limiter, but I don't think so, so the last thing we're going to do before we get back to the drag strip is check the throttle springs. valves, uh again, I don't know what they are, I don't know what the specifications are.

Should be plenty, I'm looking for ones that aren't broken, so if they're all similar in terms of how much seat pressure they have right now, great, we'll check the valve clearance, if it's similar then great, that's what play is supposed to be if any of them are out of whack, like let's say the valve lash changed from one cylinder to the next at 30,000 inches then that's bad, that would tell me we're in a cam lobe or a roller. lifter or maybe it was just adjusted wrong, so now we're going to check the play, we're going to check the spring pressure, if everything looks the same and good, then we go back to the drag STP to see what this thing will do. and what those dogs will do to the delivery man, so to check the valve lash you need the cylinder lifter you are looking at to be on the base circle of the cam because when it is, this valve should be open and there should be a space between the tip of the valve and the rocker roller and this is not because you can grab it and it's not loose this is not this is not this could be, although yeah, okay, so that one over there is probably on the base circle of the cam, which means the valves close and there's a gap there, so now you can do two things: you can slide the gauges in there and find out what the Lash is.

You can also grab this LSM onad spring checker and you can find I've figured out how much pressure it takes to lift the valve off the cylinder head seat and uh I have no idea what they're supposed to be and to tell you the truth this tool was set up for shaft rocker arms on another engine, but I'm I'll use it today on these bolt mounted rocker arms, okay, so one breaks off the seat at about 140 PSI, which isn't much, 140 PSI seat pressure, so What we're going to do is look to see if there are any other loose ones, compare them and if they're not similar, then I'm going to go back and start cranking the motor and check that everything is actually on the base.

Look at the camera, okay, this one breaks at about 155, so not quite. 160, so one is 160 60, so there's probably a 10lb difference between these two, same thing right at 150 145, okay, the rest are tight, we can't check them, so we have to turn the motor to get these like this. Here this valve is open we need it to close and once it closes we can check but like I said the real way to do it is to make sure they are on the base circle of the cam and then slide a fuel gauge in there to find out . what's the Lash then check the spring pressure so we'll do that right now continue well so the intake valve is open continue this is much easier with the spark plugs off the intake valve as it closes , let's get halfway, okay and now.

We can check the tabs here, so escape number one, 24,000 salash, is that correct. I have no idea. We'll have to look at the rest and see if they are similar. Now, if you're really good, you can find Companion. cylinders that mimic the movement of the one you're looking at and you can do it much faster but I get very distracted by squirrels and people and to be honest my favorite way to do this is with a beer in hand and just Go to this cylinder , both crank the engine until I check both, then go to this one, then that one, then that one and, uh, that's the only way I can do it without losing track of where I am.

Ready for the next one, okay, so we did exhaust number one and what we did was watch the intake open all the way and then close halfway, so we knew this was on the base circle of the cam, which is the escape you can feel. We just put several fer gauges in there and found that we have a 24,000 gap between the tip of the rocker roller and the tip of the valve. Now we are going to turn the blower that is connected to the crank by the belt until it starts to open once the exhaust just starts to open, then we can check the operation of the intake.

I'm going slow, I don't want to pass him, oh, don't worry, you're good. I'll feel it, it'll tighten when it starts to open, you're about to work out today buddy, okay here we go, that tab is gone, the valve is open, now we can check the inlet and the inlet is a little looser . It's probably closer to 25 and 24, let's see here, yeah, come on, get in there, so 24,000 cut there, 25,000 there, let me write it down and while we're here, I forgot to do it the first time, let's check, let's check the spring, let's check. the spring and how you use this tool will determine the reading you get, where you grip the handle, how high, how low, if it has an extension, where the fulcrum is, the distance from here to here all affect reading, so the key is consistency, good news, no broken springs, no excessive Val lash, we adjust each rocker arm just a couple thousand, uh, because I think I might be happier with 22,000 slash than 25 uh, It's time to get back on track, uh, come on. to load it up and head to Alabama, will it go eight?

No, no, no, with this pulley. I don't think I'm going to do it with this pulley, um, unless it's working so poorly that it's much better than that. Now thanks, I adjusted Dino. It's possible, I mean, on the track last time I didn't want to accelerate over 6,000, maybe I will now. I'm a little worried because the last dyno pull broke at 6,800. I don't know what it is, but it definitely didn't set the rev limiter. I checked because it was set to 7500 so that wasn't the problem. We didn't find anything wrong, maybe it was a coincidence, but we will do it. get back to the track, find out and you'll see it soon at Finnegan's Garage in the meantime, thanks again for hanging out and thanks to everyone who went to FSM garage.com and purchased the product.

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