What's new
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.

Edelbrock Proflo 4

folkenheath said:
I'm curious what "other cals" are available in the software? My kids took off with my old phone I used to play with the Edelbrock software, can't find it.

The idle vacuum is probably a good parameter to go on, I don't blame you on that one.
Click to expand...
I think there are 2 MAP packages for 12-16” and 16-20” based on the fuel pressure. Sure there is something similar for other vacuum windows, but didn’t fuss much as it didn’t apply for anyone o know using it

And thanks for letting me ( and all of us) bounce questions off of your brain
 
When I had my 388 I tested timing all the way up to 40 at the drag strip, this was iron heads, no fast burn, shifted around 6200. This was with a true TDC checked timing pointer. It went faster every time I increased it until I got to 40, then it did not change, so I left it at 38 since that was just as fast and a little safer. It was locked there, no mechanical curve or vacuum advance, for over a decade after that, still running great when I took it out. Just one measured example, every engine is different.
 
We used several of the earlier varieties of the ZZ engines as backup engines for bracket motors. Surprisingly they ran high 12s up here in power glide cars. But we had better luck at 34-36. They didn’t gain anything with more. These were all running on a carb, 850 or 950
 
That's what I usually recommend as a safe number, 34-36.

I am a little surprised you are running a fast burn head at 40. Didn't think it would pick up anything that high? Can you feel a difference above 4K?
 
Not really. Plus we have no air. That has to offset the chamber design to some extent

Hoping to find something different so I can relate it back to the class. It runs decent on the 5006. @6872xtc and I have discussed doing a retune on the 5008 and see if either of us make any gains

he’s on the 5006 now, he started on the 5008. 15” vac Performer plus cam and E Street heads on a 355
 
Good discussion, IMO. You guys always inspire the thought process. After reading about the results from @folkenheath on his 489, with the data he collected, it makes me want to go toy with my little engine that is pushing 37's, just to see if I can find d anything information to help out with power AND driveability.
I just have a transmission distraction right now..
 
14 deg here in Lubbock. gives a little trouble till i adjusted cold settings and when it starts and tries to rev up it stalls
 
Kain said:
14 deg here in Lubbock. gives a little trouble till i adjusted cold settings and when it starts and tries to rev up it stalls
Click to expand...
When you get the cold settings sorted and it will idle, please update the other thread. Sooner or later we will get the cold start/cold run situations smoothed out
 
mrk5 said:
Fridays Nicole and I ride together in her car. Monday will be the real fun after a -16°F low overnight.
Click to expand...

Sounds like the temps here, high yesterday was -10F, low tonight is -22F, Sat night -28F . . . Haven't seen zero since last weekend.
 
I upped my cranking fuel when cold, pulled some out when hot.
I haven't found my perfect cold enrichment settings yet, but I don't drive mine often enough to play with settings weekly.
I believe that crank fuel and cold enrichment adjusted to their own sweet spot will get it, we just have to find it.
 
I've tried upping crank fuel for the different temperature ranges as well as cold start enrichment. I've even tried negative values for both. My current theory is that maybe I've gotten too impatient and started adding enrichment in too big of jump each time. I was trying both at the same time too.

My new attempt is to try modifying them individually. I started with crank fuel, but it didn't seem to be helping. My current theory is that I need to work on cold start enrichment instead because the engine will fire strongly but then die pretty quick. I'm thinking that means I might have enough crank fuel, and I need to bolster the fuel to keep it going. Now I'm trying to work on cold start enrichment just increasing the modifier just 1 digit each time it doesn't stay running.
 
I have taken the same approach as I was taught decades ago. Make large steps of say 4 jet sizes initially, then home it in with smaller steps when it gets close.

And only change one thing at a time, otherwise you don't know which thing did what.
 
so this morning at 7 deg it wouldn't kick so i upped fast accel and the other one in accel pump and it fired right off
 
I agree, change the cranking fuel if it won't fire, this is the fuel it gives it below 400 RPM or so to get it to fire.

Once it's fired, the cold start enrichment is where it matters for trying to keep it running.

So if it starts up and dies right away, change the enrichment. If it won't start at all in the cold, change the cranking fuel.

Also, make sure you don't change the cold start enrichment until the base tables are mostly done learning after you drive it enough times.
 
Coolant temperature on the Edelbrock app this morning was -4°F. I had to help it get going. It was the slowest it's ever cranked, too.
 
You must log in or register to reply here.

Latest Posts

Top Bottom