1968 Coronet R/T

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PostPosted: Tue Oct 06, 2015 3:48 pm
To be honest I have not driven it enough to say.
I'll need to get out somewhere I can dump the clutch and see if it holds. For basic driving it does just fine.
1968 Coronet R/T


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PostPosted: Wed Oct 07, 2015 2:27 pm
Havent driven it enough? My GOD MAN!!!!!! MOPAR OR NO CAR!!!!!!!!!!!!!!

LOL c'mon don't let a a Beast like that become a Hangar Queen let it sit in that dark garage is a Crime! shame on you! put some miles on That Road monster. They Aint gonna Bury you in it and ya cant take it with you were your going in the end remember that.

By the way that video you posted with eng running That Bog / stumble needs addressed. don't want no bog no stumble, check your accel pump on that Holly and its Ramp Cam also adjust idle air and idle fuel with Vacuum gauge to highest manifold vacuum plus half turn, bump up timing if you got the fuel for it. I would also double check float level and fuel press 7 psi, with a return 9 psi. You want a good press reg and a fuel return line life gets easier with a Holly when you do.

There are some other things as well But they get involved and detailed A holly is an OK carb when its kept clean and tuned properly. I like the Quadrajet more though just a lot better carb set it up and forget about it! The AFB is a lot like the Quadrajet actually they are the same carb in theory but I never learned them like I did the other two shame I have a mess of them on the shelf out in the shop. Wish I had more Quadra jets though got Hollys up the Wazoo and Edelbroke AFB's hate those things! I Just never got one to really perform well to small I think. The Thermo quads on most 440s were 800 cfm I have one or two wish I had more of them as well ,The Carter competition carbs series came in different sizes and I have a couple of those too My go too drop dead Performance carbs are my Hollys though I still have a set of modified 660's laying around as well as a couple matched sets of 1050 and 1250 Dominators. Always wanted to play with a Predator Variable venturi carb though a guy I knew had one on a well built 440 ran Great instant throttle response and pulled HARD.

Carb tuning is a Lost art I think not too many of us old farts left around that really knew how to tune and modify carburetors.
Dennis Barnett
A&P Mechanic, FCC General radio Telephone Operator
Line Maintenance A&P Mechanic and MOC Tech specialist.

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PostPosted: Wed Oct 07, 2015 3:47 pm
Its not that I don't want to drive it but rather I have some much work on other people's cars I have no room for it in my garage.

I bought the accelerator pump cam kit to help reduce the stumble but the truth is I have had to back the timing off so much I am losing the power I built into it. This thing should jump at the touch of the accelerator pedal but I can't get that response out of it.

There is a place nearby where I can buy race gas. Thinking about putting 5 gallons in it when the current pump gas is almost used up to see how much difference it will make.

The only other thing for me, since I am not a tuner, is to pay someone to dyno tune it.
1968 Coronet R/T


ACTS 16:31



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PostPosted: Wed Oct 07, 2015 4:07 pm
'68 Coronet R/T wrote:To be honest I have not driven it enough to say.
I'll need to get out somewhere I can dump the clutch and see if it holds. For basic driving it does just fine.


Dumping the clutch from a dead stop is just gonna bake the hides better to do it on a good roll and roll into it hard to really feel it IF you can get the traction. My Pontiac would slip a Lill then hook up IF the tires got a good bite or try Pulling something Really heavy I pulled a single axle Dump truck once fully loaded with my TA and the clutch let me know it, I just idled in to it and feathered it it hooked up but you could feel the slip when first starting out the 455 didn't care but that Clutch did lol At the time Centerforce was the only game now heck Muti disks are cheap cant wait to try one out myself.
Dennis Barnett
A&P Mechanic, FCC General radio Telephone Operator
Line Maintenance A&P Mechanic and MOC Tech specialist.



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PostPosted: Fri Oct 16, 2015 6:17 am
Did you block off the exhaust heat cross overs in the manifold? That will cool the air charge and help fend off detonation some. It also helps with fuel percolation when you shut the engine down. If your tune is lean that will also promote detonation. Using a wide band really takes a lot of guess work out of it; that is the only way I was able to get mine running correctly.

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PostPosted: Thu Nov 19, 2020 6:54 pm
Updated pictures that were formerly on photobucket.
1968 Coronet R/T


ACTS 16:31



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PostPosted: Mon Nov 23, 2020 11:56 am
'68 Coronet R/T wrote: since I am not a tuner, is to pay someone to dyno tune it.


I have to do this to the Vett! I am still running the stock tune (Not good!) That engine has so much left on the Plate that only a Tunner can get out of it. Plus I am gonna have to do it to my Wifes New to Us Hemi Jeep Commander project. We bought it with a Blown engine, Its at the Machine shop now being machined, I am doing all kinds of mods to the engine taking it from a 5.7 to a 6.1 Bore with a cam, Eagle heads and Intake and a set of long tube headers. After the Tune is done we are planning A 4 inch lift with 33-35 inch tires and Gears. Its not for me! She wants the BIG Truck! That Growls! lol

If They were Carbs I wouldn't have a problem getting it really close doing it myself, but this dang Electronic fuel injection and computers has me at the Mercy of the Dyno tuners!
I have estimates from $500 to $1500 for the Vett and the same for the Jeep.
:rolleyes:

You cant beat Dyno tuning though, Its not just for electronic fuel injection! They have all the cool tools to use, they can see what works & what doesn't in real time with the car pulling a Load right there next to a tool box its the way to go even with a Carb!
Dennis Barnett
A&P Mechanic, FCC General radio Telephone Operator
Line Maintenance A&P Mechanic and MOC Tech specialist.
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