22R/20R Hybrid Details?
08-31-2010, 04:17 PM
#23
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08-31-2010, 04:40 PM
#24
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yes both are loose. ill try to advance it to 12 degrees. i and going to pour gas down the throttle body to see if i can get a rise out of old girl was i correct with the interference of the valves.
08-31-2010, 06:29 PM
#25
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yes they are an interference motor. Any where near Salt Lake and I'd be glad to come and lend a hand. Built a number of these, but never with propane. Good luck.
09-01-2010, 04:49 AM
#26
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well unfortunately im in north carolina. i think that the more that i have been reading that i think that i have been a couple of teeth off on the cam to crank. i did the finger in the spark plug hole trick and i wasnt getting as much sucking or blowing as i know im suppose to. (that didnt sound forum appropriate) 
i have built two ford 302 and aided in a chevy 350 so rebuilding motors isnt new but a four banger is. so after class today im going to take valve cover off and start cracking
i have built two ford 302 and aided in a chevy 350 so rebuilding motors isnt new but a four banger is. so after class today im going to take valve cover off and start cracking
02-16-2011, 05:04 PM
#27
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i have an 83 22r with an 80 20r head and a brand new webber and she chokes when i stomp on it. the guys at napa couldn't find a doubble acelorator pump nozzle.is that some thing i order from webber?
02-16-2011, 05:26 PM
#28
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double accelerator pump nozzle. ????? WTF is that? No such thing, that's probably one of the reasons why napa couldn't find it, besides, NAPA to my knowledge doesn't carry 1 part for a weber including the air filters.
Did you tune the carb before running it, or did you just slap the thing on and go?
read these to find your answers:
http://www.webercarbsdirect.com/v/vs...ng%20Guide.pdf
http://www.redlineweber.com/html/Tec...lean_best_.htm
Did you tune the carb before running it, or did you just slap the thing on and go?
read these to find your answers:
http://www.webercarbsdirect.com/v/vs...ng%20Guide.pdf
http://www.redlineweber.com/html/Tec...lean_best_.htm
02-16-2011, 10:10 PM
#29
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Dont do a hybrid 20r head swap. Get yourself a weber 32/36 and a mild cam shaft to go in your 22r. The cam will do the same thing as far as building compression if you choose the correct one, also adjust your timing to compensate (less compression so you can run more timing). The ports on a 20r head are to restrictive to compensate for the compression. FYI
02-17-2011, 04:19 AM
#30
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explain to me how a cam builds compression? Do you understand what engine compression ratio is? The cam is nowhere near that formula. If anything cams affect engine vacuum.
What you are talking about is "dynamic compression ratio" Which has no affect on the actual static compression ratio (ie 9.5:1?) of an engine and does not allow you to compensate for less or more timing or higher lower octane fuel. Regardless of lift, duration, etc etc of the cam, that engine will stay at 9.5:1 static compression.
In other words, if your running too much timing or not enough octane level of your fuel and it's causing the engine to ping, you DO NOT change your cam to compensate for this because the cam DOES not change your static compression ratio which is causing your ping.
Need proof here you go: http://victorylibrary.com/mopar/cam-tech-c.htm
Basically a cam moves your powerbands around more than it adds to them. If anything it takes power from one rpm range to add it to another. By powerband I mean torque/HP curves. In a way this is also your dynamic compression ratio at work.
A properly prepared 20r head on an early block is the best thing you can do.
Even just slapping a stock 20r head onto an early block will instantly raise the static compression and give more across the board power than any cam you get that is on the market.
What you are talking about is "dynamic compression ratio" Which has no affect on the actual static compression ratio (ie 9.5:1?) of an engine and does not allow you to compensate for less or more timing or higher lower octane fuel. Regardless of lift, duration, etc etc of the cam, that engine will stay at 9.5:1 static compression.
In other words, if your running too much timing or not enough octane level of your fuel and it's causing the engine to ping, you DO NOT change your cam to compensate for this because the cam DOES not change your static compression ratio which is causing your ping.
Need proof here you go: http://victorylibrary.com/mopar/cam-tech-c.htm
Basically a cam moves your powerbands around more than it adds to them. If anything it takes power from one rpm range to add it to another. By powerband I mean torque/HP curves. In a way this is also your dynamic compression ratio at work.
A properly prepared 20r head on an early block is the best thing you can do.
Even just slapping a stock 20r head onto an early block will instantly raise the static compression and give more across the board power than any cam you get that is on the market.
Last edited by xxxtreme22r; 02-17-2011 at 05:18 AM.
02-17-2011, 02:03 PM
#31
Registered User
double accelerator pump nozzle. ????? WTF is that? No such thing, that's probably one of the reasons why napa couldn't find it, besides, NAPA to my knowledge doesn't carry 1 part for a weber including the air filters.
Did you tune the carb before running it, or did you just slap the thing on and go?
read these to find your answers:
http://www.webercarbsdirect.com/v/vs...ng%20Guide.pdf
http://www.redlineweber.com/html/Tec...lean_best_.htm
Did you tune the carb before running it, or did you just slap the thing on and go?
read these to find your answers:
http://www.webercarbsdirect.com/v/vs...ng%20Guide.pdf
http://www.redlineweber.com/html/Tec...lean_best_.htm
Napa sure isn't going to have it unless they have a resident air cooled VW nut working there.
That said, unless you have a sync link kit, I don't know what a double pump is going to get you but wasted fuel. By the time you get the second butterfly to open, you've just put a puddle of fuel on top of it. There are single pump jets that will be large enough for you, I'm sure, and they'll feed fuel to the primary which is already open.
02-17-2011, 02:32 PM
#32
Registered User
Johnny thanks, I was thinking about that too, just thought it was called something else, and well, he never mentioned the sync kit. He might have a 38 which will already have that and he's looking for a bigger one. But to me unless he's changed the idle jets etc etc, using a bigger accelerator pump nozzle isn't gonna do anything.
My guess is he just slapped the thing on and went, like 90% of other people who put these things on and then complain how bad they are.
Or slap a 38 on a stock engine. Then complain it sucks because it's running rich.
My guess is he just slapped the thing on and went, like 90% of other people who put these things on and then complain how bad they are.
Or slap a 38 on a stock engine. Then complain it sucks because it's running rich.
02-18-2011, 08:37 AM
#33
Registered User
Yeah, I kind of wish I could find a smaller dual pump jet. After all, the stock pump jet is 50, and now the dual that came with both of my kits is 55 each side!
