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jmarkaudio · 10-30-2012, 02:18 AM

Maybe I can help a little here. I've messed with E85 for a bit now, put together a few Dominators and converted a 1.500 venturi Demon. We did some dyno testing with a 358, ran over 30 gallons with testing. There are some things that are different with E85/ethanol over gas and methanol, the viscosity of the fuel is quite a bit higher than both. So far we have seen like one of the above posts that it does not like large emulsion bleeds or air bleeds in the mains, we've seen improvements with e-bleeds as small as .014". 4150 carbs 750 up are usually in the 90's for jets, 1050 Dominators with no skirts are around .145, .160's for an 1150 and .170's for a 1250, all 2 circuit. The 1050 would probably be best with mainwells between gas and methanol, but for bracket racing works fine with 4150 2 circuit methanol blocks. The 1250 must have methanol 2 circuit blocks, booster pins, and banjo's to get sufficient fuel, you might be able to get away with smaller with a 3 circuit setup, but I'm not crazy about 3 circuit with the exception of methanol.

In Florida we have not seen a change in %, everything has been from 84-89%. If you calibrate for the summer fuel it will be a little rich on the winter blend, some just leave it there and coupled with cooler weather will likely be no problem for most.

As far as compression, we've run up to a 14.5 to 1 SB2 with no issues at all. I plan to try it with my 15.5 to 1 SB2, likely after the first of the year when I can drive again (open heart surgery in May). With anything over about 14.5 to 1 I would caution to back the timing a degree or two from the gas tune, sneak back to it as long as all looks safe. Under 14 to 1 you will be hard pressed to hurt anything NA, my 13.2 to 1 427 SBC ran so lean in early testing due to a bad regulator it was surging, never hurt anything. The cooling effects like with methanol help out.

Adger, on your 750 measure the booster legs. If they are .170-.180 they will work, if bigger I would go to .170's. 2 circuit gas blocks, open the exit channel to .160. Idle jet needs to be around .042, .060 to .065 on the IAB. Idle jet will work much better when in the lower position like the original Holley carbs. If you are using cast metering blocks with either two or three emulsion bleeds restrict them to about .020, plug the middle on the three bleed block. .028 MAB, 95 jet will be close enough and jet as needed from there. .130 N&S, viton is fine. Zinc parts are more immune to corrosion, stay away from aluminum with the exception of anodized parts. On Dominators I Alodine the bodies, helps but if there is moisture you will see a little corrosion.

10-30-2012, 02:18 AM	#30
jmarkaudio Junior Member Join Date: Apr 2008 Posts: 83 Likes: 0 Liked 0 Times in 0 Posts	Re: E85 Maybe I can help a little here. I've messed with E85 for a bit now, put together a few Dominators and converted a 1.500 venturi Demon. We did some dyno testing with a 358, ran over 30 gallons with testing. There are some things that are different with E85/ethanol over gas and methanol, the viscosity of the fuel is quite a bit higher than both. So far we have seen like one of the above posts that it does not like large emulsion bleeds or air bleeds in the mains, we've seen improvements with e-bleeds as small as .014". 4150 carbs 750 up are usually in the 90's for jets, 1050 Dominators with no skirts are around .145, .160's for an 1150 and .170's for a 1250, all 2 circuit. The 1050 would probably be best with mainwells between gas and methanol, but for bracket racing works fine with 4150 2 circuit methanol blocks. The 1250 must have methanol 2 circuit blocks, booster pins, and banjo's to get sufficient fuel, you might be able to get away with smaller with a 3 circuit setup, but I'm not crazy about 3 circuit with the exception of methanol. In Florida we have not seen a change in %, everything has been from 84-89%. If you calibrate for the summer fuel it will be a little rich on the winter blend, some just leave it there and coupled with cooler weather will likely be no problem for most. As far as compression, we've run up to a 14.5 to 1 SB2 with no issues at all. I plan to try it with my 15.5 to 1 SB2, likely after the first of the year when I can drive again (open heart surgery in May). With anything over about 14.5 to 1 I would caution to back the timing a degree or two from the gas tune, sneak back to it as long as all looks safe. Under 14 to 1 you will be hard pressed to hurt anything NA, my 13.2 to 1 427 SBC ran so lean in early testing due to a bad regulator it was surging, never hurt anything. The cooling effects like with methanol help out. Adger, on your 750 measure the booster legs. If they are .170-.180 they will work, if bigger I would go to .170's. 2 circuit gas blocks, open the exit channel to .160. Idle jet needs to be around .042, .060 to .065 on the IAB. Idle jet will work much better when in the lower position like the original Holley carbs. If you are using cast metering blocks with either two or three emulsion bleeds restrict them to about .020, plug the middle on the three bleed block. .028 MAB, 95 jet will be close enough and jet as needed from there. .130 N&S, viton is fine. Zinc parts are more immune to corrosion, stay away from aluminum with the exception of anodized parts. On Dominators I Alodine the bodies, helps but if there is moisture you will see a little corrosion.