Finally I have never seen anything good on emulsion sizing. Mostly just socery or leave it alone. Some description of what does what really does help. The thing that sucks in modern day is no one explains why things work anymore. As if people have lost the ability to think on their own or are disinterested. In our modern world we train people by telling them X does Y. If they do not understand why it does that they can never diagnose or understand problems and their own efforts will fail. This method of education in our time is a disservice to all of humanity and is eroding the discoveries of those before us when a life's work cannot move forward beyond the originator.
If I understand him correctly, this seems to conflict what weber experts are saying. They say holes up top delay main ckt and make it leaner. Holes low down lean out top end.
Oh SNAP! I think I am starting to get this emulsion stuff after all these years. I got just street stuff but I guess it still matters. There is a lot going on in there and after 100+ years of carburetors it;s still amazing. How do I get more of this emulsion 101 stuff?
Ribbed emulsion in air bleed tubes have been around for a long time. You're patenting the horseshoe or wheel. I'm not trying to be insulting. I'm 60 years old, been building engines since 1984. Back when I was a 12, I smashed an old carburetor apart. It had the ribs inside the passages you are drawing there. I remember thinking, how did they get that inside those passages ? That was in earlyb1970s. You may have patented it, but it already existed 75 years ago. But very good explanation regardless.
Excellent video. Two questions if you don't mind; 1) Could you please confirm this only affects the booster at WOT? 2) could you please advise how it could affect the AF ratio curve with the individual emulsion jets? For example; I have the following results, at WOT 4000 rpm a 13:1 ratio and WOT 7500 RPM an 11:1 ratio. I want to lean out the top end RPM ratio to stabilize the curve. Assuming, the high air speed bleed wont make such major difference and I would require to look at the emulsion bleeds.
@@dambest1 the carb you are using may not do what you want???? That's not what you were asked! You obviously don't know what you would like us to believe you know!
@@fasteddy First get AFR lambda sensor, Emulsion tubes dont affect that much on high to low end power differences it mainly is for finding right size because different engines pull different amount of air in while at idle to wide open. This air volume needs to be mixed with liquid to have proper gas emulsion. to affect your throttle compared to AFR you want to adjust main jets first to most economical size at half throttle 13afr. Air jets affect only after half throttle upwards to afr. Then if 10%-50% throttle is too lean you want to oversize your idle jets as much as needed. Its up to youe carb how good you can get it if your lucky you get good non rough idle 14.7 and nice half throttle 13afr. cruise 15-16afr. If you have to oversize idle jet with drill a shit ton you get rally car idle 800-1000rpm bouncing but all your half throttle / cruise afr are really nice. Then if you take emission for inspection you just change smaller idle jet for that (makes your half throttle lean) but after inspection you put you monster over size idle jet back. Thats how you make pretty much random carb work with any engine. Or buy different carb size and test if you can get idle + half throttle better. Open throttle is easiest to tune but im talking daily driver car tuning here.
Excellent video. It'd be nice to find one that explains the Holley emulsion jet tuning in-depth, I can't find anything on the topic. It's be especially nice because a lot of the new Holley performance/race carbs are coming with the 5 hole blocks (Ultra XP, Track Warrior, etc.) but it seems that amount of tuning isn't really necessary for a street car and just causes issues. It's difficult to find advise on what to do, or how to modify/jet those blocks for a street car. I've scoured the internet to find recommendations and have actually spoken to Holley tech's about it, no one seems to have much advise. I spoke to Holley just the other day about it, the tech didn't know much, but I did get some spec's for the different carbs (750/850 Ultra XP, Track Warrior) which seem to use the same 5 hole blocks, Holley was able to let me know that they install the same bleed jet stack in all of them, which didn't surprise me... The stack from bottom to top is .029, blank, .029, .029, .029. I was told by a guy that knows Holley's pretty well to go with this stack for the street - blank, .029, blank, .029, blank, so basically a 2 hole system. It would be nice to find an explanation on what each hole location and size would affect the fuel curve.
I am just seeing your question. It is not easy to answer, because you will have conflicts between lifting fuel and area in the system. That is why a wet bench is so important.
Finally I have never seen anything good on emulsion sizing. Mostly just socery or leave it alone. Some description of what does what really does help. The thing that sucks in modern day is no one explains why things work anymore. As if people have lost the ability to think on their own or are disinterested. In our modern world we train people by telling them X does Y. If they do not understand why it does that they can never diagnose or understand problems and their own efforts will fail. This method of education in our time is a disservice to all of humanity and is eroding the discoveries of those before us when a life's work cannot move forward beyond the originator.
@Muckin 4on You know that was 3 years ago I said that?
Best explanation I heard - thank you! Can you expand more on the timing/effect of the fuel delivery, as it would apply to each e-jet position?
If I understand him correctly, this seems to conflict what weber experts are saying. They say holes up top delay main ckt and make it leaner. Holes low down lean out top end.
Oh SNAP! I think I am starting to get this emulsion stuff after all these years. I got just street stuff but I guess it still matters. There is a lot going on in there and after 100+ years of carburetors it;s still amazing.
How do I get more of this emulsion 101 stuff?
I’m using f2 tubes 160main 120air 30psi boost and water meth .. 40 Weber doce.. any advice on what you would run ? For the turbo setup I’m running?
Ribbed emulsion in air bleed tubes have been around for a long time. You're patenting the horseshoe or wheel. I'm not trying to be insulting. I'm 60 years old, been building engines since 1984. Back when I was a 12, I smashed an old carburetor apart. It had the ribs inside the passages you are drawing there. I remember thinking, how did they get that inside those passages ? That was in earlyb1970s. You may have patented it, but it already existed 75 years ago. But very good explanation regardless.
What’s the best tube for forced induction?
Excellent video.
Two questions if you don't mind;
1) Could you please confirm this only affects the booster at WOT?
2) could you please advise how it could affect the AF ratio curve with the individual emulsion jets?
For example; I have the following results, at WOT 4000 rpm a 13:1 ratio and WOT 7500 RPM an 11:1 ratio. I want to lean out the top end RPM ratio to stabilize the curve. Assuming, the high air speed bleed wont make such major difference and I would require to look at the emulsion bleeds.
The carb you are using may not do what you want.
@@dambest1 the carb you are using may not do what you want????
That's not what you were asked! You obviously don't know what you would like us to believe you know!
@@fasteddy First get AFR lambda sensor, Emulsion tubes dont affect that much on high to low end power differences it mainly is for finding right size because different engines pull different amount of air in while at idle to wide open. This air volume needs to be mixed with liquid to have proper gas emulsion. to affect your throttle compared to AFR you want to adjust main jets first to most economical size at half throttle 13afr. Air jets affect only after half throttle upwards to afr. Then if 10%-50% throttle is too lean you want to oversize your idle jets as much as needed. Its up to youe carb how good you can get it if your lucky you get good non rough idle 14.7 and nice half throttle 13afr. cruise 15-16afr. If you have to oversize idle jet with drill a shit ton you get rally car idle 800-1000rpm bouncing but all your half throttle / cruise afr are really nice. Then if you take emission for inspection you just change smaller idle jet for that (makes your half throttle lean) but after inspection you put you monster over size idle jet back. Thats how you make pretty much random carb work with any engine. Or buy different carb size and test if you can get idle + half throttle better. Open throttle is easiest to tune but im talking daily driver car tuning here.
What brand of metering blocks use this technology?
Ours.
You didn't tell us anything we didn't already know, what we wanted and expected was how these holes changed the curve you obviously didn't know.
Ok, now I want your metering blocks!
Call me at 845 546 2646
Excellent video. It'd be nice to find one that explains the Holley emulsion jet tuning in-depth, I can't find anything on the topic. It's be especially nice because a lot of the new Holley performance/race carbs are coming with the 5 hole blocks (Ultra XP, Track Warrior, etc.) but it seems that amount of tuning isn't really necessary for a street car and just causes issues. It's difficult to find advise on what to do, or how to modify/jet those blocks for a street car. I've scoured the internet to find recommendations and have actually spoken to Holley tech's about it, no one seems to have much advise. I spoke to Holley just the other day about it, the tech didn't know much, but I did get some spec's for the different carbs (750/850 Ultra XP, Track Warrior) which seem to use the same 5 hole blocks, Holley was able to let me know that they install the same bleed jet stack in all of them, which didn't surprise me... The stack from bottom to top is .029, blank, .029, .029, .029. I was told by a guy that knows Holley's pretty well to go with this stack for the street - blank, .029, blank, .029, blank, so basically a 2 hole system. It would be nice to find an explanation on what each hole location and size would affect the fuel curve.
Hey if you find more info pass it on, thanks.
Holley is using us to do their research. That is why they do not know what to do. It is time to switch to the performance leader !
How or does this change on draw through supercharger set up such as a set of 4150 on an 8-71
Hi Brent, I have a complete setup for draw through.
What is the difference in using TALL emulsion tube holders? Any benefits?
We do not use tub holders. We have patiened shear technology in the main wells.
More please.
Smoke another one.
I have some questions about emulsion and Rochester 2 barrels I would be willing to pay for you time on the phone to answer them
If i increase jet center hole bigger, side holes bigger, Main air Bleed hole bigger.. does engine suck more fuel or less fuel..?
I am just seeing your question. It is not easy to answer, because you will have conflicts between lifting fuel and area in the system. That is why a wet bench is so important.
If you had a video/dvd explaining this emulsion stuff ect...I would buy $$$$ it.
You can purchase the Class CD's , they give the best total over view.
You also can purchase one on one time from me.
@@dambest1 Class Cd's.....does it have more of the emulsion 101 stuff???
Tell me more.
thanks
@@mikef-gi2dg next to one on one help,, it is the best I have to offer. All of the CD's and DVD's are good learning.
@@dambest1 sounds good how do I get them?
@@dambest1 Ok I found the web site....Let me dig in and take a look...I would like to start with emulsion 101 if possible.
Yeh but you're also restricting the flow with those ribs