commando1
Old Man with a Hat
Jav, you're insane. 
78 NYB Holley Sniper install.. the end of my lean burn fun
- Thread starter 73 T&C
- Start date
The brackets for the new Sanden on the 440 are small…. The ones for the 340 are huge… pictures tomorrow.
Here you go. Before and after of today’s fun…Jav, you're insane.
Before…
Before
Before
After
After….. been 10 years since I went through it. It was running a little… off.
Back to normal now. Nice and even. Not sniper smooth but close enough for 50 year old carb.
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So. Wait. What!! You gave up on the sniper and installed a small block with Thermoquad? Nice, Nice....
Lol!
That was meant to gig Commando1 as he hates thermoquads! It’s from my ‘73 Roadrunner….
But I guess you knew that….
commando1
Old Man with a Hat
Even got that little thingie because it idles like **** if the AC kicks on...
It won’t be needed when I replace that auxiliary engine of an RV2 soon…..
in for a penny….
By the way…. That 340 can pull. Purple shaft and built up block to 9.5 comp. A little light on low end torque compared to the 440 in the wagon or even my old 318 in its predecessor…. but loves to rev. Comes to life at 2500 rpm and sings all the way to 5500…. especially when cool.
Install of compressor in process…. What a difference…. So much room!
Overhead view…. Had to put a few spacers on the alternator to get it to line up.
I think that vacuum diagram will need to go.
Better overhead view.
And, yes, it’s taken from a ladder. Nothing but the best for my buddies here on FCBO.
Driver’s side view.
More general view. Old lines go out tomorrow with length for new ones I calculated today. Expansion valve and dryer ordered today.
Battery cover back in. (Mainly so we didn’t lose the damned thing)
On the Sniper front….. still working details.
Replaced exhaust manifold nuts and managed to stop the Stanley Steamer leak.
Not getting a good vacuum signal from the Sniper distributor port but I’m pretty sure it’s an idle setting issue with the throttle. I’ll play with it a bit more tomorrow…. After we put some gas in the tank. Between the line flushing and bone dry tank, we managed to burn through what little was left of the three gallons pretty quickly.
Little by little.
I’m super busy these days and I need to plan my escapes to get my beloved car things done.
Tomorrow afternoon I have one planned. To play with wiring. It’s a ******* mess.
I like everything to look neat, clean and understandable.
Overhead view…. Had to put a few spacers on the alternator to get it to line up.
I think that vacuum diagram will need to go.
Better overhead view.
And, yes, it’s taken from a ladder. Nothing but the best for my buddies here on FCBO.
Driver’s side view.
More general view. Old lines go out tomorrow with length for new ones I calculated today. Expansion valve and dryer ordered today.
Battery cover back in. (Mainly so we didn’t lose the damned thing)
On the Sniper front….. still working details.
Replaced exhaust manifold nuts and managed to stop the Stanley Steamer leak.
Not getting a good vacuum signal from the Sniper distributor port but I’m pretty sure it’s an idle setting issue with the throttle. I’ll play with it a bit more tomorrow…. After we put some gas in the tank. Between the line flushing and bone dry tank, we managed to burn through what little was left of the three gallons pretty quickly.
Little by little.
I’m super busy these days and I need to plan my escapes to get my beloved car things done.
Tomorrow afternoon I have one planned. To play with wiring. It’s a ******* mess.
I like everything to look neat, clean and understandable.
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commando1
Old Man with a Hat
I'm concerned about your using shims to get thru Sanden properly aligned.
Using a genuine Sanden and the bouchilon brackets, I had a perfect fit. No shims.
Using a genuine Sanden and the bouchilon brackets, I had a perfect fit. No shims.
I’ll check that. Thank you.
Some research last night tells me to check the IAC/throttle setting regarding the distributed advance vacuum signal.
Knebel
Senior Member
Hey when I installes my compressor with the fittings straight up one of them was hitting the hood! Make sure you have clrearance!
Following Commando1’s thread on the subject from 2017.
1976 NYB R2 To Sanden Compressor Conversion
Looks like it will work fine but thanks for the heads up.
LOL….. Time to laugh at my expense….
On Sunday, I went in in the evening to the shop. Car was running like ****… easy starts but would stall if I put it in gear. Went through the ignition system finding loose or bad connections throughout. Changed the ignition module from a standard Mopar to the orange one that came with the kit. Little by little the car ran better and started even better. Put a charger in the new battery since we had been cranking it to death over the last few days. Raised voltage in the battery from 12.15 to 12.75. That too made a huge difference in operating and functionality.
Put 5 gallons of gas in the tank to see if I could get the gauge to move…. But nada! Still showing bone empty and the light was on. The light didn’t even go out with the 5 gallons I just dumped in. I figured I had a bad connection or ground at the sender as we tested it off the car and it was fine.
Readers will remember that one of the early things done to the car when we pulled the tank to install the in tank pump was to change the faulty sender.
Went home at 7:00pm and then spent Monday night at the shop starting late and went to 1:00am sorting wiring and cleaning up the engine bay.
Ran smooth in the garage and really kicks when you give it throttle. Like never before. Crisp and immediate. And the sound of the four throttles open is reminiscent but not as deep as the old Thermoquad.
Wow.
First drive today at 10:39am after clearing emails and phone calls… to get the Holly Sniper computer to “learn”.
Pulled out in reverse just fine. I had dropped idle to 750 to avoid banging into gear from neutral. Went in to gear smooth.
Backed out to street just fine. Very peppy. Put it in drive and go to pull away…. Stalled. Drop in neutral, restart fine, put back in gear… give it a little throttle slowly like she was a virgin… fine. A little more… stall. Back to shop. Confirmed timing, all vacuumed lines etc.
Go out again. Same thing. A little throttle and she just dies. Took the PVC line that taps in the tank vent canister off this time thinking it’s a vacuum problem with the unit’s sensor.
Third try…. Nothing. Still stalling under even minor acceleration. Getting frustrated. Was going to call Holly for help as the blogs were all not clear as to this exact issue.
Fooled around with the ported vs the regular manifold vacuum as a source for the ignition advance. Knew it was wrong but still… running out of options. Just changed it back without driving it. Changed some of the vent plugs on the back of the sniper in case one was leaking and went to test it.
Ivan came in and I asked if he wanted a ride. He came with me and we both felt sick to our stomach with frustration when, as we went to pull out, it again stalled.
This time he told me; “don’t shut it off and put it back in gear with your foot on the brake”. I did, and the car lurched hard under light loading from the throttle.
We then both looked at each other and said “Gas”.
We went down to the gas station at the corner and put in 15 gallons. The gauge read 3/4 when we got back in; satisfied that we were on the right track. Started it up and I pulled away with a little spirit and… problem solved. We were just running out of gas.
Easy solution to today’s puzzler and a very long and hardy laugh from us both.
Sunday night
This morning
Celebratory pork cracklings with lots of meat on them…. Cuban “chicharrones”
Time to call the cardiologist!
On Sunday, I went in in the evening to the shop. Car was running like ****… easy starts but would stall if I put it in gear. Went through the ignition system finding loose or bad connections throughout. Changed the ignition module from a standard Mopar to the orange one that came with the kit. Little by little the car ran better and started even better. Put a charger in the new battery since we had been cranking it to death over the last few days. Raised voltage in the battery from 12.15 to 12.75. That too made a huge difference in operating and functionality.
Put 5 gallons of gas in the tank to see if I could get the gauge to move…. But nada! Still showing bone empty and the light was on. The light didn’t even go out with the 5 gallons I just dumped in. I figured I had a bad connection or ground at the sender as we tested it off the car and it was fine.
Readers will remember that one of the early things done to the car when we pulled the tank to install the in tank pump was to change the faulty sender.
Went home at 7:00pm and then spent Monday night at the shop starting late and went to 1:00am sorting wiring and cleaning up the engine bay.
Ran smooth in the garage and really kicks when you give it throttle. Like never before. Crisp and immediate. And the sound of the four throttles open is reminiscent but not as deep as the old Thermoquad.
Wow.
First drive today at 10:39am after clearing emails and phone calls… to get the Holly Sniper computer to “learn”.
Pulled out in reverse just fine. I had dropped idle to 750 to avoid banging into gear from neutral. Went in to gear smooth.
Backed out to street just fine. Very peppy. Put it in drive and go to pull away…. Stalled. Drop in neutral, restart fine, put back in gear… give it a little throttle slowly like she was a virgin… fine. A little more… stall. Back to shop. Confirmed timing, all vacuumed lines etc.
Go out again. Same thing. A little throttle and she just dies. Took the PVC line that taps in the tank vent canister off this time thinking it’s a vacuum problem with the unit’s sensor.
Third try…. Nothing. Still stalling under even minor acceleration. Getting frustrated. Was going to call Holly for help as the blogs were all not clear as to this exact issue.
Fooled around with the ported vs the regular manifold vacuum as a source for the ignition advance. Knew it was wrong but still… running out of options. Just changed it back without driving it. Changed some of the vent plugs on the back of the sniper in case one was leaking and went to test it.
Ivan came in and I asked if he wanted a ride. He came with me and we both felt sick to our stomach with frustration when, as we went to pull out, it again stalled.
This time he told me; “don’t shut it off and put it back in gear with your foot on the brake”. I did, and the car lurched hard under light loading from the throttle.
We then both looked at each other and said “Gas”.
We went down to the gas station at the corner and put in 15 gallons. The gauge read 3/4 when we got back in; satisfied that we were on the right track. Started it up and I pulled away with a little spirit and… problem solved. We were just running out of gas.
Easy solution to today’s puzzler and a very long and hardy laugh from us both.
Sunday night
This morning
Celebratory pork cracklings with lots of meat on them…. Cuban “chicharrones”
Time to call the cardiologist!
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Some details done over the last few days.
Changed out the ignition module and sorted and started wrapping some of the wires. Still need to combine and put proper clips on the wires going to the ballast resistor. Next time.
Placed the Sniper main power and fuse on the firewall next to the starter relay. Looks clean and in a logical place. Other side of the starter relay is the relay for the fuel pump.
Instructions were unclear at this point as to the source for power and ground for the relay. Main sniper harness has a blue line marker “Output Ground for Fuel pump Relay” while the instructions called for a separate independent ground. We went with the marked ground in the harness. Worked fine.
Likewise, power for the fuel pump is in line with the main power to the Sniper Computer after the 30 amp inline fuse above. Again, instruction for both the sniper and the fuel pump did not show this.
Numbered the wires for future reference (for the boys in the shop not me) as it’s been a lot of testing and swapping of distributors, caps, rotors etc to get this far.
Put the wheel centers back on the front wheels today so she looks decent again. You can see Ivan in the background by the Hummer.
Man she looks elegant.
Changed out the ignition module and sorted and started wrapping some of the wires. Still need to combine and put proper clips on the wires going to the ballast resistor. Next time.
Placed the Sniper main power and fuse on the firewall next to the starter relay. Looks clean and in a logical place. Other side of the starter relay is the relay for the fuel pump.
Instructions were unclear at this point as to the source for power and ground for the relay. Main sniper harness has a blue line marker “Output Ground for Fuel pump Relay” while the instructions called for a separate independent ground. We went with the marked ground in the harness. Worked fine.
Likewise, power for the fuel pump is in line with the main power to the Sniper Computer after the 30 amp inline fuse above. Again, instruction for both the sniper and the fuel pump did not show this.
Numbered the wires for future reference (for the boys in the shop not me) as it’s been a lot of testing and swapping of distributors, caps, rotors etc to get this far.
Put the wheel centers back on the front wheels today so she looks decent again. You can see Ivan in the background by the Hummer.
Man she looks elegant.
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commando1
Old Man with a Hat
But it looks gorgeous....
75LandYacht
Yank Tank
Great work Javier… excited for you, spring is coming, Sunroof open music blasting.. Great time ahead
thethee
Senior Member
Maybe you've mentioned it in this or your other thread, but is there a reason your distributor is setup 180 degrees out? Stock #1 position is around 6 o'clock?
Ripinator
Old Man with a Hat
>You can see Ivan in the background by the Hummer.
Man she looks elegant.<
Is Ivan trans?
You are correct. But it makes no difference. My biggest concern was that the advance was more or less up to allow for ease of timing adjustments.
It’s one of the reasons I labeled the wires. When I get it home I’ll address it. Thanks.
From our sister B body site…. For later reference.
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