Looks like a nice job. Please elaborate on the modifications needed and how to tune.
Elaborate? Ok, after a couple of years of trying to get an original style carburetor(s) to perform as I wanted for this driver, I finally committed to the conversion. Now, I’ve been tuning all forms of carburation on Mopar’s since I was a kid, professionally and not, and quite successful at it I might add, love my six-packs. But on this 50-year old driver today, no matter how well it runs, there always seems to be a compromise somewhere in drivability or integration to the factory linkages and other systems. Finally realized I wanted it the run like a modern car.
After thorough research I went with the Holley Sniper system, purchased a “Master Kit”, includes fuel pump, fittings, filters, and misc. hardware. Wasn’t too impressed with the fuel pump it came with, looked cheap and looked way too small. More research indicated there may be high failure rates and a high noise level for this pump. Went with Holley’s 12-600 billet pump. Fabed up bracket to mount it under the passenger seat where there was room and it was below the fuel tank level. Also took steps to rubber mount it, this paid off big time as it is whisper quit in operation.
More research sold me on the Hyper spark integration, allowing full timing control as well by the Sniper ECU. Some reading indicated there would be some distributor interference with the Edlebrock heads. There was, nothing that couldn’t be overcome with a small amount of clearancing.
Engine harness was pulled and reworked to accommodate the EFI and MSD looms, wrapped back up for a factory appearance.
As with some aftermarket carbs, I had concerns with the “Universal” throttle levers and correct integration with the factory cables and lick down linkages. I don’t care for the Lokar stuff, looks cheap to me. Found the Bouchillon Performance 727 Kick-down cable kit to be what was looking for, nice piece. The original throttle lever pin, trimmed, lined up with the original Thermoquad B-block throttle bracket.
Fuel lines, I had originally put this car together with the factory line configuration for a ’72 440. “3/8 fuel feed, “1/4 return, and a “5/16 fuel tank vent/vapor recovery line to the charcoal canister. The original “3/8 line was re-configured as the return, the “1/4 return line was removed, and another In-Line Tube “3/8 fuel line pre-bent reproduction was installed as the main fuel line. Some of the instructional info talks of running rubber lines the full length, I wanted to retain the hard lines where I could.
Fuel tank mod, a “3/8 return fitting needs to be installed, the master kit contained the necessary an6 pass-though, seals, and down tube. Mounted it near the sender mounting for access to it. BTW, I’ve struggled with cheap reproduction senders and sender lock rings in the past, thin metal, inferior quality seals, leading to leaks. DMT is now offering a quality reproduction, thick, lock ring that works. Highly recommend this part.
Start-up, following all the provided instructions, setting the distributor reference as instructed, all paid off with an immediate first fire-up, no issues at all. Checked the base timing, was off by a degree or two, dialed it in. Ready to drive.
Tuning? Still in its self-learning mode currently, I’ve only been tweaking with idle speed and mixture a tad to fine tune idle quality so far. Plan to let allow it to tune it-self, then see where we are at. So far, throttle response is very impressive, every aspect of drivability is everything I was looking for. Happy with it now, can’t imagine it getting much better.
Will post up some more detailed pictures of the install shortly.
Thanks for your reply, Doug and value your opinion. Didn't know a hole had to be drilled in the floor for the Aeromotive unit. That itself might be a deal breaker for me. Been looking at and playing with the idea for some time of putting in a Holley system in my car.
