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1050 Dominator Jetting

G

Garys1969RR

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I know this isn't FABO, LOL, but I Just got this 496 Valiant with Stealth heads, M-1 intake, and a 1050 Dominator 8896-2. It would not rev past 2500 RPM, and was blubbering like crazy. Definitely an over rich condition. Discovered it had power valves in there with 89 main jets! Specs say the power valve is blocked on this carb. So stock jetting is 88, but at 5200 feet I'm thinking I should use 84s? Does that sound right? Tried some 80s, now it will rev, but that may be too lean. The seller claimed it had 14 to 1 C/Ratio, but I question that. I'm sure it's in the 12 to 13 to 1 range, so I don't want to run it too lean. What size main jets should I be using with the power valves plugged?
 
my info shows the carb did come with 88 jets and 5.5 power valve.
 
lewtot184 said:
my info shows the carb did come with 88 jets and 5.5 power valve.
Click to expand...
Oh, I was looking at the 8896-1 specs. I don't have specs for the 8896-2. Thanks for the update. I can see I'm going to have to do some experimenting. It had 8.5 power valves, so they were prob staying open all the time. The roller cam in there is pretty radical, and I doubt that it ever gets 8.5 " of vacuum, unless it's slowing down from a 10 second pass!
 
Did you get any paperwork from the engine builder with the purchase? Might help you figure out or confirm cr
 
Garys1969RR said:
Oh, I was looking at the 8896-1 specs. I don't have specs for the 8896-2. Thanks for the update. I can see I'm going to have to do some experimenting. It had 8.5 power valves, so they were prob staying open all the time. The roller cam in there is pretty radical, and I doubt that it ever gets 8.5 " of vacuum, unless it's slowing down from a 10 second pass!
Click to expand...
use a vacuum gauge to figure what you need. i'll bet the engine wouldn't run right because the PV was blown or leaking. this is easy to figure out.
 
1967coronet440 said:
Did you get any paperwork from the engine builder with the purchase? Might help you figure out or confirm cr
Click to expand...
I bought this car from a lady whose husband had owned it, he ran it like 3 times, then got sick and passed away. No info from the PO or the builder. They claim it has 14 to 1 C/R which I don't really believe. They also claimed that it launched straight and was solid at top end. I doubt that too, as It had loose steering box bolts, and a bad idler arm.....As with any used car, you just have to go thru it, and correct the problems as you find them. I think it also has the wrong spark plugs. 440 Source says to use the Champion RC12YC, which are an extended reach. The ones in there are strange looking ones, not extended reach. So lots of problems to solve here. The carb fix has made some progress, at least now it will rev..
 
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fbs63 said:
Where's the timing? At 5200' elevation I would have 38 degrees minimum.
Click to expand...
The dist appears to be locked in at 38 degrees total. On the 1050 carb, I put 80 jets all around, and blocked the primary power valve. I had put a 2.5 in the sec, so I know it is staying closed when running at 2500 RPM., with no load. It is still running really rich. Won't run smooth out until I shut off the fuel pump, Then it smooths out in about 3 seconds, speeds up as it leans out, then shuts off as the fuel in the bowls is used up. During the time it smooths out, it sounds like an airplane engine. Firing smoothly on all cylinders. No blubbering. So I have gone down from the stock 88 jets to 80s so far. Should I go down to smaller main jets? I Changed plugs, and they were all black and sooty. Went to RC12YC Champions. Guess I will drop down to 76 main jets all around and see what that does. I am at 5400 feet, and most carbs need smaller jets up here. Any ideas?
 
Is that a 2 or 3 circuit? My 2 circuit on my 750hp 572 has 76 mains with 9.5 PV. Secondaries are 93 jets without PV.
IABs are .070 MABs .025.
Squirters are .031. If does have idle restrictors moved to the bottom of the metering blocks which are BLP.
 
Well the list number is 8896-2. Specs say it takes 88 jets all around, with a 5.5 power valve. So that would be a 3 circuit? I am going to plug both power valves, and reduce jet size again to see if that helps. It wouldn't even rev with the 8.5 power valves and 89 main jets that it came with. Went to 80s and now it will rev, but still showing too rich......I haven't checked the Idle air bleeds yet, but will the next time I work on it.
 
No. Look at the top of the carb. You will see 2 or 3air bleeds per venturi. 3 is a 3 circuit 2 is a two circuit.
2 circuit are easier to tune for the majority.
 
I'll have to look and see about the number of air bleeds. They are removable. And there is no effect on idle speed when turning the idle mixture screws. I'm thinking the throttle blades may be open so far that the transfer slots are metering fuel, and causing an over rich mixture, as well as causing the mixture screws to have no effect. I have looked down the carb when it's running, and noticed fuel coming out of the transfer slots. This does have a long duration roller cam. I'll work on it some more on in a couple days.
 
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The plugs were all black and fouled. Replaced with Champion RC12YC, When I shut off the electric pump then the motor smooths out before it dies. It's definitely over rich with fuel.
 
Can't figure out what's wrong with this thing. It says 8896-2 on the side, but I can only find specs on the 8896-1. Beginning to wonder if this wasn't set up to run on E-85.
 
Oh that was very helpful! It looks like I'm not the only one who has ran into a rich condition on these things. It says to remove the intermediate air bleeds, I presume this is to lean out the intermediate circuit? Also, the one guy in Texas was at 84 jets and still real rich, his plugs looked like mine. I'm at 80 main jets and still too rich, but at least it will rev past 2000 RPM now. Also remember, I'm at a high altitude, and need to lean it out more for the thinner air.
 
My advice is convert it to a 2 circuit. Look that up. Easy to do with new metering blocks. Well worth the effort. My 1050 is amazing ..couldn't be happier.
 
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