429 CID in a FOX body - 1050CFM jetting.

I can not find any discussion on this issue in recent posts, so please bear with me if this is redundant:

Car: Fox
Eng: D0VE-A 429 block
C9VE A heads, ported with CJ valves.
Comp: 10,75:1
Hooker headers, open w. 18" megaphones widened to 4° at exit.
Cam: 244 / 252 @,050 Hyd.
Lift: ,565 / ,578
Intake: Holley Dominator
Carb: 1050CFM
Distributor: Mallory Unilite / MSD 6AL
Trans: C-6
Converter: 8 inch
Rear: 8,8
Ratio: 3,89 : 1
Tires: 275-60-15 slicks
Fuel: Aviation Turbo Blue or better
Weight: 1.540 kg w. full tank w/o driver.

Driving conditions: At sea level
Temperature: 60´s
Humidity 65% avg.

What is the optimal jetting for this carb, based on the above criteria?

Same question, except with a Weiand 1993 (unported) with twin 660´s ?


G.Cj.

http://www.holley.com/data/TechService/Technical/Carb%20Numerical%20Listing.pdf Try close to stock. Hope you have the list# on the Carb? You should be close with the factory jets. Factor in the av. gas as needed. I think it burns alittle faster, but maybe mistaken. Someone will have more info on this I am sure.

Thanks for the reply. I have seen several discussions on this and other forums on the aviation gasoline, its benefits and other issues. They all recommend going up considerably on jet size, like 10% due to its lower mass - density compared to regular gasoline. I have used it over the years with reasonable results.

Factory jetting on 1050 Holley's tends to be about 90 squared with no pv's I believe.  I'd try about a 76 squared in the twin 660's to start with for NA. Again that's w/o pv's.

gcj wrote:Thanks for the reply. I have seen several discussions on this and other forums on the aviation gasoline, its benefits and other issues. They all recommend going up considerably on jet size, like 10% due to its lower mass - density compared to regular gasoline. I have used it over the years with reasonable results.

I have run a little Blue gas, and I mean a very little, as it was semi hard to get. I was always told to add a little ATF, because it burns dry compared to normal gas. 10% cushion rich sounds like a safe starting point and go from there. I stick to my statement of starting with factory jetting and going from there with norminal gasoline. Problem is they don't make it anymore at most pumps, as most or it is cut 10% alky now. If you run Race Gas it burns different also. The link from Holley is for old gas but is pretty close anyway. You will just have to experiment with your combination to see what works best. If you are going to run N20 I would not run Av gas with ATF as the oil may premote detonation, at least in theory.

which 1050,?? what is the list# ? (there are 2-circuit and 3-circuit models) ............... if you must run lube in your gas, use a lube designed for a combustion process.

like one of the upper cylinder lube additives on the market, or a high performance 2-stroke oil.

I run the aV100 blue gas and so do A LOT of the racers around here. I don't run any additives. My buddy dyno'd his 383 SBC on the blue av 100 and he lost a little power when they switched to C12 on the dyno. I'm no fuel expert by any means but I know it's the most common fuel used at my track. I get mine from a friend who buys it by the barrel. He's running mid 9's in his 69 Camaro with it. $2.50CDN/litre is the cost. If you want race fuel it has to be ordered from a speed shop by the bucket.