77 Cutlass 260 v8 stumble and hard start when hot ??
Hello, I picked up a 1977 Cutlass Supreme with a 260v8. The car has only 40k original miles. It starts perfect when cold. I pump the gas twice and it fires up smooth and idles high. Once warm I kick the pedal and the idle drops to normal just as should. When pulling away from a stop I get the slightest stumble and then it pulls smooth all the way to 80 mph. At idle when I come to a stop it has the slightest rough idle in the engine. When driving it is powerful and smooth with no pop,skip,fart,smoke, Nothing but the slight stumble when pulling from a stop and the slight rough idle. Once driving for a while if I shut the car off and wait a few min then get back in to go it is hard to start. It cranks powerful but does not fire right away. I have a new fuel pump, starter, and battery. Does the stumble sound like an
accelerator pump? and if so would this cause the hard hot start? Thanks |
It does sound like an accelerator pump, but I don't see how that would cause the hard start. I would look at the choke, and make sure the throttle body is clean. Also, check for a small vacuum leak.
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Is this the stock carb? Does this have A/C ? Replace the carburator or go threw all your vacuum lines. Also i would check your timeing out and see what that is doing. Advanceing it a 2-4 Degrees might help or check your primary float level. On a car this old with less miles the rubber rots or past owners made bad adjustments. Have someone put car in drive and hold brake while you listen and feel under the hood for hissing or sucking - vacuum leak, one will bog you out or the other will give slight acceleration( A/C Vacuuming ).
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ACCELERATOR PUMP SYSTEM
The accelerator pump system consists of three main components: the pump diaphragm, the pump cam and the pump nozzle. This is the carburetor system that is most responsible for having good, crisp, off-idle throttle response. Its purpose is to inject a certain amount of fuel down the throttle bores when the throttle is opened. By accomplishing this purpose it acts to smooth the transition between the idle and main circuits so that no stumble, hesitation or sluggishness will be evident during this transition phase. The first adjustment to check is the clearance between the pump operating lever and the pump diaphragm cover’s arm, at wide open throttle. This clearance should be around .015". The purpose for this clearance is to assure that the pump diaphragm is never stretched to its maximum limit at wide open throttle. This will cause premature pump failure. Once this clearance has been set take a good look at the pump linkage and work the throttle. Make sure that the accelerator pump arm is being activated the moment that the throttle begins to move. This will assure that pump response will be instantaneous to the movement of the throttle. These adjustments can be made by turning the accelerator pump adjusting screw that is located on the accelerator pump arm together with the pump override spring and lock nut. The amount of fuel that can be delivered by one accelerator pump stroke is determined by the pump’s capacity and the profile of the pump cam. The period of time that it will take for this pre-determined amount of fuel to be delivered is affected by the pump nozzle size. A larger pump nozzle will allow this fuel to be delivered much sooner than a smaller pump nozzle. If you need more pump shot sooner, then a larger pump nozzle size is required. During acceleration tests, if you notice that the car first hesitates and then picks up, it’s a sure bet that the pump nozzle size should be increased. A backfire (lean condition) on acceleration also calls for a step up in pump nozzle size. Conversely, if off-idle acceleration does not feel crisp or clean, then the pump nozzle size may already be too large. In this case a smaller size is required. info via Holley |
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