Mopar Muscle Association UK

Demon James wrote:Cheers chaps, definitely setting up with my vac gauge next then.

To be fair, that's how I set the latest double pumper on the Demon as there is no AFR.

It's only because there is one fitted to the Dart already. I did a calibration in free air etc but I can appreciate your points on trying to set up a carb by hand vs EFI

If you really want this dart to perform, you need as much fuel in the float bowls as it will stand without flooding itself, the same with the fuel pressure as high as it can stand without flooding, 440,s etc really demand lots of fuel on full throttle, 200 degree is perfect for complete cylinder sealing on a pass so long as you can keep it around that and not much more coming back to the pits, i am constantly cycling my fuel pumps around the pits and before the burnout to keep it clean they will run on idle a fair while whilst idling around the pits etc, some of this can be a bit of a comprimise when the car is not running flat out up the quarter,

Use good fuel,optimax or ultimate

Cannonball wrote:
200 degree is perfect for complete cylinder sealing on a pass so long as you can keep it around that and not much more coming back to the pits, i am constantly cycling my fuel pumps around the pits and before the burnout to keep it clean they will run on idle a fair while whilst idling around the pits etc, some of this can be a bit of a comprimise when the car is not running flat out up the quarter,

Since having removed the innards of the stat I can maintain the temp ( I know this isn't ideal ) because when I switch the fans on you can see the temp drop slowly which it wasn't doing before.

The water got hot in the rad so something must have been circulating a bit but clearly not enough. Hopefully I can get a stat sorted before loading up on Thursday for the Nats weekend.

Dave, I'm currently running Shell V-Power after using "standard" unleaded in the early days.