Leeann
Maryland
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Joined: 08/22/2006
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I remembered: he filed out the accelerator pump jets a very little bit at a time until it sped up smoothly from idle.
'73 Concord 20' Class A w/Dodge 440 - see profile for photo
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JoninFountain
Fountain
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Joined: 07/16/2012
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Ballenxj wrote:JoninFountain wrote:Vacuum doesnt seem to be the issue, might be missing something but checked connections, egr solenoid maybe, dont know when its supposed to kick off.
fuel filter changed, cleaned out the top half of the carb and jets are cleared, float, pump working fine.
We played the timing and advanced it a little and it hums nicely, Driving nice with power.
its at low speed with a load, or when Its first shifted into gear it can stall, I can nurse it thru forward to reverse with a little pedal play, and coax it into not stalling. when we close the choke a bit it runs wonderful but wide open it has the stall issue when put under load, again I can nurse it thru but shouldnt have to.
fuel/air seems to be an issue? back to research
How old or fresh is your engine? Have you checked the timing chain?
Timing is good. Original engine. There was no issue prior to the non use time.
78 Dodge Brougham Sportsman. MB400. 360 2bl.
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Griff in Fairbanks
AK
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Joined: 04/21/2005
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Ballenxj wrote:How old or fresh is your engine? Have you checked the timing chain?
Excellent suggestion that I overlooked, in spite of having personal experience. (Had to replace chain and sprockets in my '77 B200 van after less than ten thousand miles.)
Apparently, this is a little known problem, along with valve stem seals, in pre-Magnum Mopar LA small blocks.
Edit: Had to check my records ... replaced timing chain at about 47,000 miles.
1970 Explorer Class A on a 1969 Dodge M300 chassis with 318 cu. in. (split year)
1972 Executive Class A on a Dodge M375 chassis with 413 cu. in.
1973 Explorer Class A on a Dodge RM350 (R4) chassis with 318 engine & tranny from 1970 Explorer Class A
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Ballenxj
Formerly Southern Nevada, Idaho now
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Thanks Griff, that would explain the coaxing the engine to higher speeds until it smooth's out. I had a 340 do that to me once. (same basic block as a 360)
Once the chain gets loose, I've seen all kinds of erratic behavior as described. Once it's loose enough to jump, it can go any which way if you keep driving it.
Anyway, just my two cents.
Downsizing ">
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Griff in Fairbanks
AK
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Ballenxj wrote:Thanks Griff, that would explain the coaxing the engine to higher speeds until it smooth's out. I had a 340 do that to me once. (same basic block as a 360)
Once the chain gets loose, I've seen all kinds of erratic behavior as described. Once it's loose enough to jump, it can go any which way if you keep driving it.
Anyway, just my two cents.
You're welcome. IIRC, OEM sprockets were a composite material and OEM chain was an 'economy' version. Replaced with metal sprockets and premium chain. Lasted at least 150,000 miles that I know of. (Sold the van when USAF transferred me out of Alaska the first time so I don't know how long the timing chain actually lasted.)
Valve stems seals disintegrated around 100,000 miles, causing unusual oil consumption. Had heads rebuilt when I should have just replaced valve stem seals. (Rebuilding heads without addressing the cylinders transfers oil consumption and other problems from the valves to the piston rings ... now I hone and re-ring or -- preferably -- rebuild the short block if the heads need work.)
Note: Leeann has a big block and (IIRC) four barrel carburetor. JoninFountain has a small block with a two barrel carburetor. (Probably a Carter BBD.) Different engine families, different carburetors may mean different problems ... Leeann is good but I'd be cautious transferring her solutions to your engine.
Back to '77 B200 with LA small block and Carter BBD. Had to rebuild carburetor almost yearly, due to problems similar to JoninFountain's.
Turns out it was due to using 'economy' gas-line antifreeze with every fill-up. (Won't mention brand name but it was the inexpensive one that comes in yellow bottles.) The ethanol in the antifreeze was eating up the carburetor seals ... gasohol will do the same thing on carburetors that predate gasohol.
Forgot -- or didn't listen to -- an oldtimer who warned me about this, way back when I was in high school.
Modern carburetor rebuild kits have seals that resist ethanol/gasohol. Main problem is if you get a NOS rebuild kit that's been on the shelves for a while.
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Ballenxj
Formerly Southern Nevada, Idaho now
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Griff in Fairbanks wrote: IIRC, OEM sprockets were a composite material and OEM chain was an 'economy' version. Replaced with metal sprockets and premium chain. Lasted at least 150,000 miles that I know of.
GM did the same thing. That composite around the timing chain gear was meant dampen it and make it run quieter. Problem was, once you had some miles on (as you noted) the stuff could fail at any time with no warning. I've seen big chunks of it break off, leaving so much slop in the chain that it was useless. My fix was to buy a high performance all steel double roller timing set. TRW, I think it was. Yeah, it was a small bit noisier, but the timing chain never failed again. It was like a permanent fix. ![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/smile.gif "smile")
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Griff in Fairbanks
AK
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Ballenxj wrote:Griff in Fairbanks wrote: IIRC, OEM sprockets were a composite material and OEM chain was an 'economy' version. Replaced with metal sprockets and premium chain. Lasted at least 150,000 miles that I know of.
GM did the same thing. That composite around the timing chain gear was meant dampen it and make it run quieter. Problem was, once you had some miles on (as you noted) the stuff could fail at any time with no warning. I've seen big chunks of it break off, leaving so much slop in the chain that it was useless. My fix was to buy a high performance all steel double roller timing set. TRW, I think it was. Yeah, it was a small bit noisier, but the timing chain never failed again. It was like a permanent fix.
In my case, sprocket didn't fail. They just wore quickly until they were so loose the timing jumped around plus or minus 5-7 degrees. The fact I tend to advance timing a few degrees for fuel economy made the wear more problematic.
Yes, I think it was a TRW double roller set that I used as a replacement. Additional noise wasn't noticeable because I always run winter M&S tires with an aggressive tread.
The few times people mentioned the noise, I'd tell them, "This is a truck that spends a lot of time off the pavement. If you want quiet, find someone else for a ride."
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Ballenxj
Formerly Southern Nevada, Idaho now
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Griff in Fairbanks wrote:
The few times people mentioned the noise, I'd tell them, "This is a truck that spends a lot of time off the pavement. If you want quiet, find someone else for a ride."
Hahaha! That sounds like something I might have said.
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StingrayL82
Nampa, Idaho
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Joined: 06/27/2017
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When the sprocket fails, you're dead in the water. That happened to us in our '73 Fireball...it was on the MB300 chassis too. I made sure to get a Mopar Performance double roller timing chain on this engine, when I had it rebuilt.
Fred
Retired Army Guy
2005 Monaco LaPalma 37PST
Workhorse W24 chassis
8.1L Vortec
Allison 2100 MH
Onyx Color Scheme
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Griff in Fairbanks
AK
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Ballenxj wrote:Griff in Fairbanks wrote:
The few times people mentioned the noise, I'd tell them, "This is a truck that spends a lot of time off the pavement. If you want quiet, find someone else for a ride."
Hahaha! That sounds like something I might have said.
I've raised it to an art form.
In one case, a road trip, the person kept mentioning it every few miles. I finally pulled over, 50 miles from town in the-middle-of-nowhere Alaska, and said walking would be quieter.
(I'm a deliberate *******, pulling out that persona when I felt appropriate ... he was an everyday annoying *******.)
At one point in my military career, I had the nickname "Gunny Griff" ... because people said I acted more like a USMC Gunnery Sergeant than a USAF Technical Sergeant. (This was around the time Clint Eastwood's "Heartbreak Ridge" was in the threaters ... and only one person dared call me that to my face.)
In 1989, I took over as Chief, Alaskan Air Command Small Computer Technical Center. (I originally set up the AAC SCTC and helped write the Air Force regulations on SCTCs.) After a few weeks sizing things up, I was talking with the ranking SCTC NCO about my plans. At one point in the discussion, he said, "Griff, do you know how many people you're going to piss off?" (He agreed with me and was just warning me.) I replied, "Ken, when it comes to getting the job done, I consider ******* a compliment."
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