If your using a vacuum lockoff that would be fine, if your using electric it has to be large enough to handle the flow. If it can't handle it then its useless to do dual carbs.
CK5
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1983 shortbed/ stepside build thread
- Thread starter rob h
- Start date
I talked to him too..lol..I bought the book he sells. Is the lock off the small advance fuels style..? That's the style I have, there like 40.00 a piece, the style I was told id need to use one was around 200.00. That's why im using two. Im going to put them both onto the same 12v switch.
I also have the electric primer for the top of the model e. Im going to run a new main line from the tanks all the way up and right as soon as it gets past the firewall im going to put the filter then a t and then the two lockoffs. That way I can connect the e's to the carbs and run the same style line as the main line to each of the e's. The e's I have one is a year old and the others still in the box. For the coolant I need them to run in a series so they are both getting the same temp coolant.
I also have the electric primer for the top of the model e. Im going to run a new main line from the tanks all the way up and right as soon as it gets past the firewall im going to put the filter then a t and then the two lockoffs. That way I can connect the e's to the carbs and run the same style line as the main line to each of the e's. The e's I have one is a year old and the others still in the box. For the coolant I need them to run in a series so they are both getting the same temp coolant.
Still running a heater core...?
Make sure you have the y right in the line so it flows thru the e properly, if not the e wont get heated like it needs. I had the best luck with a 160 stat. Hopefully I can route the 2 sets of hoses right so the e's are the same temp.
I also ordered a set of impco vpv's(vacuum power valves) for each model e. It opens at low vacuum and high load to give it a boost and closes after the vacuum is up. So it works like a choke when starting it up, just sucks that theres two more vacuum hoses to hook up.
drove mine again this weekend. I need to change the coolant routing. Maybe just need to slap on the tunnel ram. Pretty sure my little 454 could use the air. Just scared it will lose low speed control with 2 carbs and 2 throttle bodies.
One way to find out.
Martin
Martin
Look at the vacuum power valves I suggested, might work good for u for the 425s. I haven't gotten time to finish mine yet.
Y not use the impco adapter like I have and have one baseplate to deal with. Then just adjust to what u need. The vpv only works at low vacuum.
Cause the small port performer doesn't help either. My ideas was that the tunnel ram will actually make more torque since the runners are long and the fuel won't drop out like a gasoline carb does. The bigger ports will actually work better since there will be more room for the lpg and air in it. Mine actually starts great except for first thing in the morning when it is cold then it takes a couple extra cranks. Still not bad.
If you put an electric or a cable operated primer on the model e it will start when cold rather fast. I have the cable primer now, hopefully with using the vpv's I wont need it.
I was out today and both of the model e's fit perfectly threaded right too the x450. If I turn them on their side they fit better and the coolant lines will flow in a nice pattern. This way also I can bolt the model e's together with threaded rod and bolt it to a bracket from the intake to support both of them. Hopefully in another day or so I can have it up and running. With only a few hours every day to work on it I cant rush it...I only want to do it one time..lol.
Finally got to do some work this weekend on the truck. A problem after problem..! First I had a coolant leak, then one of the lpg fittings leaked. I have those fixed now tho, I went to fire it up and it just cranks, smelled like it was flooded. I disconnected the 2nd lockoff and it fired right up, ran pretty good and idled perfect. Throttle response seems more snappy and both carbs are pulling air perfect. Both enrichment valves move the same when its revved up...only catch tho when the 2nd regulators turned on it stalls directly. Im going to check the model e's lever height on the 2nd regulator and also make sure the lockoff isn't hooked up backwards..
...not sure on that yet. If the lever height is set wrong it will flood and send too much gas thru the secondary chamber. With the vpv's tho it does fire up pretty fast, Just bump the key and it runs. Im going to dig into it and take some pics tomarrow if its not raining....natures garage sucks lately.`
...not sure on that yet. If the lever height is set wrong it will flood and send too much gas thru the secondary chamber. With the vpv's tho it does fire up pretty fast, Just bump the key and it runs. Im going to dig into it and take some pics tomarrow if its not raining....natures garage sucks lately.`
andyblack
Registered Loser
Nature's garage...
That's the only one I've ever been able to use. I'm sure you would be through by now if you had an indoor work space. I know the feeling.
That's the only one I've ever been able to use. I'm sure you would be through by now if you had an indoor work space. I know the feeling.
It worked out today, I had to remove the impco vpv's from my system. Too much gas upon start up. Basicly was too rich and flooding it. With them removed and the ports capped off it fired up and ran on both carbs. Both air valves rise and lower equally. The enrichment valves work perfectly running a t together. Messing with both idle mixtures, trying to make em equal I was able to get a nice idle at 750 rpm and an afr in the 15s. When you stand on it the afr goes rich to the 13s and deceleration is in the 16s. Seems like a whole lot more power and a lot more clean revving. The throttle is crisp and real snappy. Thru the power range you can tell theres a all that motor ive been missing.
