New parts arrived. Check my setup please.

[Bailey28]

17056202 carb.  Stock 350 Chevrolet crate engine with the small truck cam.

Sea level, 87 Octane fuel, HEI, 12* initial timing. 

Per page 111 of Cliff's book, here is what I will attempt:

Idle tubes are .036"
Idle channels are .046"
Lower idle air bleeds are .070" 
Upper idle air bleed in main body is .070"

Accelerator pump holes are .026"

Main air bleeds were .118", now all four are .070" with Cliffs inserts

Main jets: 71   
Metering rods:  Cliff's 044 tapered rods


Inlet seat is supplied in Cliff's rebuild kit along with all other gaskets for the rebuild. 

Float 1/4"

Secondary tube restrictions .036"

M hanger (I have an F, J, and L laying around)

7/8 turn on secondary air door spring tension

Air flap open 1.300"

3 seconds choke pull off. 

If there are no objections or obvious mistakes, I will try this setup out shortly. 

If anyone sees anything that can be improved please let me know.  Specifically in the jet to rod area, and any APT adjustments for a baseline. 

Thanks for looking.

[Cliff Ruggles]

3 second pull-off with a mighty vac pump or just compressing/releasing it?

Don't remember the compression ratio and cam specs but you may need a tad more idle fuel.  If it acts lean and not a lot of sensitivity with the mixture screws open up the DCR's to .052-.055".

This will also add some fuel to the transfer slots for improved transition, if it needs it?

No mention of idle bypass air or E-choke conversion but you may need a little bypass air if the hot-air choke was replaced with electric and vacuum supply to the housing blocked off.

I'd set the float at 9/32 on that model as well, especially if you are using a high pressure mechanical pump.  Many later model pumps will have 8-10 psi instead of 4-6........Cliff

[Bailey28]

Thanks Cliff! 

I  am the guy who's been talking about bypass air on the other threads...   

I have restrictors which can totally plug the bypass air, a pair of .035" restrictors, and a pair of .050" restrictors. 

The choke has been converted to an electric, and the passageway has been plugged. 

E10 fuel in Florida. 

Pull off takes about 3 seconds to release from 20" Hg with a mighty vac hand held. 

8:1 large 76cc chamber 350, small 195/202 cam. 

I am using a mechanical fuel pump with a return line to the tank.  I have a regulator before the carb with it set at 6 psi. 

Idle screw holes are at .090" (drilled).

I am using an E4ME base as it has ported advance.  Frank400 pointed out that the base for this 6202 carb is not ported.  I drilled the passageway to supply vacuum to the APT. 

When I changed base plates and rebushed the throttle shafts, I assembled the E4ME base with the primary shaft from the M4 so the accelerator pump rod hole would match the smaller diamter rod. 

What a learning curve this has been.   

[Cliff Ruggles]

3 seconds release with a pump is fine, too slow not using one.

I'm not fond of swapping baseplates around unless the donor is the EXACT duplicate of the original.  You'll notice if/when you compare baseplates from different carb numbers that there are quite a few differences besides vacuum supply ports.  The transfer slots vary in both location and length, which can effect how you set the carb up for idle and off idle fuel delivery.

More exposed slot provides more fuel to the engine when the mixtures screws are fully seated.  This is why with some builds you'll be able to fully seat the mixture screws and the engine will not stall, especially if you have a little too much idle fuel coming down right start with.

I really wouldn't worry about all that, but would start out conservative with idle tubes, DCR's and bypass air. You can always go back and make changes to add more, as that's typically easier than having too much and having to reduce things......Cliff