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If the pushrod isn't worn it seems unlikely that the fuel pump cam lobe is wiped out. why not pull the distributor and look at the fuel pump lobe itself? Pretty sure you can see it through the distributor hole. Doug

The 2 barrel itself isn't that bad. It's the 2 barrel intake thats not great. A good 4 barral dual plane with a 2 barrel adapter. It's done all the time in oval track racing where they are limited to a 2 barrel. Doug

Make absolutely sure everything is clean. Match up new and old gaskets to make sure the holes are identical. Doug

Well had a look at The Tanks A body unit. There are two 1/2" 8"-10" long tubes brazed into the reservoir feeding it. I deemed that good enough. Doug

I know of at least one instance that the smll holes wouldn't allow the resivoir to fill fast enough under load. The turbo Duster project has one of these tanks We are going to drop it out and take a look. The other isse we came acrossis that a -8 won't fit he outletat the sender w/o an adapter...

It's tough when the converter is tight with a large cam. My 2 cents would be tune the idle circuit in gear and not worry so much about neutral. The simple choice would be higher idle speed. But that may get into a speed range you don't like. The lower vacuum in gear means less fuel flow. So if...

Here's a copy of an old post with the jetting. The 1407 Eddy's are pretty close to a 3705 Carter's dvw said: Here's what I used. If you notice the small secondary jets on the 3705's are in the outside of the intake. One carb faces in each direction. The 3447s are the same side to side. These...

I agree that one specific A/F ratio number might not be exactly the correct one. But the meter definately shows a trend as to what is happening at various throttle openings, rpm, road speed. and the poster here says the car drives very well. Now tell us. How you would dial a carb in? Doug

I've run 1407's on a crossram street build for a friend. It's been together about 15 years. 5 speed manual with a 3.55. Theyre jetted out of the old Direct Connection book. Had to solder up jet to redrill and make the small size one. gets about 14 mph on the highway. Drives great. Doug

I buy by the 55 gallon drum. I'd rather have that then the vented 5 gallon fuel ccontainers in my shed. It's stored in a tightly sealed 55 gallon drum in my shop. We run it until the drum is empty, even if it's over a year. Never had an issue. Same in the tank. Aluminum cell w/foam. 10 years...

6 cylinder cables are the longest. They'll work with just about any intake. Even a cross ram. Doug

I am amazed what knowledge is being shared here. Doug

I personally don't see the big deal with FI. A good carb system works well and is much cheaper. As a guy who has worked with factory FI since it's inception. If there's an electronic glitch it's tough for the average guy to diagnose. Most of these cars don't see enough miles to make it cost...

Why not remove the lower spring and test? If the spring rate difference between upper and lower is the issue, it'll show up immediately. Doug

I compared my photo #12 close up with photo #15. I'll bet the groove on yours is dropped down 3/16-1/4" lower than mine. Doug

Here's a pic of a Carter Comp AFB I had apert recently. The area of concern expands pretty clean on a phone. It Only a few issues could cause this problem. As stated, a leaking inlet check. When this happens you cn see the strem flowing back into the bowl when operated manually with the lid...

Never seen an AVS or AFB leak fuel out of the bowl. The fuel evaporates plain and simple. Two fixes; electric pump ; or fill the bowls thru the vents with a squirt bottle of fuel. The flooding is a seperate issue. Either the needle isn't seating. The seat is loose in the carb. The float is...

There are plenty of factory dead head systems without PWM. The PWM believe it or not was a gas milage deal to lower current draw from the alternator. Along with the grille shutter and a bunch of other hokey stuff. Tax credits and mileage are the OEM's friend. Doug

I've run both. The plumbing for a return system is more involved. Return needs to be large enough to flow without restriction. Otherwise the pressure will creep. My current system returns with a preset regulator just after the pump back into the cell. Then a single -10 going forward to a second...

When are you reding the plug? If it's after a full throttle hit with a clean cut, it's to rich. 39% is a huge increase. If its checked after cruise it's to rich but pvcr has nothing to do with that. If it falls on it's face the pump cams/squirter size is wrong. Doug