When I first created this site four years ago, I never expected it to reach the audience it now has. The very first time I received an email from someone wanting my help, I was flattered and gladly offered my assistance, and to this day, I still try my very best to be as of much help as I can when one of my readers has a problem, or needs pointed in a direction. Whats changed is the volume of requests. I receive several dozen on most days and even more on some. Ranging from simple questions about my truck, casting numbers all the way to custom wiring projects. However, I am burdened with the flaw of being human, and that means often many emails go unintentionally unanswered. I am in the process of really sitting down and wondering whats the best course of action to handle this. I want to see the site continue to grow and become something. But, I don’t want my followers and readers to have their questions unanswered.
Cliff Notes: If you have tried to contact me and I haven’t responded, I apologize and will get to you as soon as humanly possible.
Thanks for visiting!
Just finished making some changes to the fuel system. Changes include upgrading to a Holley 650 double pump, dual feed carburetor as well as eliminating the return line from the regulator to the fuel cell. The Edelbrock pump has adjustable pressure settings and is set to 9psi, and the regulator mounted under the hood is used for final adjustments to 7psi for better fine tuning. I also replaced all the Jegs branded Push-loc hose with Russel Twist-Loc hose. The Jegs hose was at the time I purchased it, advertised as being compatible with fuel, however later their listing was changed to specifically note that it was NOT compatible with fuel. Continue reading It Runs Again, Ignition Is Done And Made Some Fuel System Changes
There’s one thing you can never have too much of in a racing engine, and that’s spark energy. Without the power to light your air/fuel mixture on fire, you’ll be going nowhere fast, and can in fact encounter many other issues as a result. Continue reading Distributor Belt Drive Versus Coil-On-Plug In LS Racing Applications
EngineLabs: Self-tuning EFI systems are quite popular now, but is there a concern for breaking in a new engine with such a system?
Jones: Most important is that it not be overly rich during the break-in period. This is a very common issue with aftermarket EFI & carbs alike. It’s very important to get a proper air/fuel ratio as fast as possible. The newer systems do perform this fairly quick and are generally not a problem, but at the same time the end user needs to be sure it is correct. Overly rich fuel systems can “fuel wash” the cylinder, and the worst time for this is on a fresh engine. Continue reading Total Seal’s Keith Jones Offers Break-in Advice