Open element vs. Closed dual snorkel air cleaner 70 L-46 Originally Posted by GD70 Get no stumble with the open element on my L-46. My june car can be either way, but I like the open element, which also has the "box" ignition shielding. As far as the reason for the change..... beats me.A mandated reduction in drive by noise levels. Hey Glenn I agree it should run better. I had the flapper on my 75 I took it all the way off ,bagged and taged it.The carb did need a small Idle Adj. not much at all. Hey Glen My (Firestone firehawk) spare tire Says GD70 on it any relation?Cold air has a much more dense charge, thus creating more HP, an open element pulls air from the hot hot hot engine bay, thus a reduction of HP. I made an aftermarket CAI for just this reason. and yes, my car runs much better in the very hot summer months, less pinging, dieseling, and better feel all around. Originally Posted by Lon Wayne No relation but interesting. I wonder what it stands for.

Originally Posted by pauldana I don't have any pinging, or deiseling issues, but a bit of stumbling at about 2/3's throttle. Floor it and it gone. That is a carb problem.... adjust your secondary pumper for more squirt would be my thought but it has been proven many a time, cold air intakes make more HP... Where is this adjustment on the carb? What kind of carb do you have? On a holley there is a pump cam that is easy to change. They typically come in different colors with each color representing a different curve. You would only have a secondary pump cam if you have a double pumper. If you have a vac secondary (non double pumper), you would adjust this with a spring that changes the characteristics of when the secondaries open, the springs have different color marks on them to differentiate the different spring rates. If you have a Q-jet 207.... no pumper on the secondaries. Check the air valve ,secondarys opening, lock out..... or better yet find the Lars info on it.

Back to the air cleaner question. Changing from open to dual or viceversa won't cause a stumble. If you have a stumble, it's a carb problem that needs an adjustment, like was already stated. I've run both on my 72, with a quadrajet and also a Holley double pumper, and never a stumble. Also, in regards to a flapper valve, they didn't exist on a '70 dual snorkle. Came into existence a few years later. The reason was for sound purposes. Also, the dual came on the quadrajets and the open came on the Holley from the factory. And a CAI will definitely boost your horsepower! Can you suggest a CAI system for 70's C3's??? Originally Posted by Duane4238 Originally Posted by mar do you have electric fans or factory fan? The open element did come on L-46's with Q-Jets as well. I need more info on the adjustment to correct the stumble. Also, any pics showing what part of the carb would be great. Originally Posted by dennis Hey Dennis- The secondaries open properly.

What would I be looking for with the air valve & lockout? If the secondaires open,(engine running), the lockout, which locks-out the secondaries until the choke opens, is fine. Check the spring tension on the air valve. Too loose and the vavle opens too quickly causing a hesitation/bogg. Originally Posted by Tim81 That "stove pipe" you talk about is operated through the cars vacuum smog system, when the car is cold it is supposed to open allowing warmer air into the carb until the car heats up, when hot it is supposed to close and pull in cold air only.... most just disconnect it all together...How To Fill Tractor Tires With Antifreeze You hit the nail on the head. Cheapest Kumho TyresThe set screw had loosened, so there was no tension on the spring. Mass Air Flow Cleaner Msds

Third Generation Chevy Camaro 1982 - 1992: Street Performance and Race Mods Chevy Third Gen Camaro ZZ3 Small Block Engine swap: Performance smog legal GM performance engine swap kit for the Third Generation Camaro Installation of the GM California smog emission legal ZZ3 performance crate engine kit for the Third Gen Camaro: This engine kit was supplied by GM as an engine swap upgrade kit for the 1982 to 1987 third generation Camaro. It's aluminum heads and intake, 345 horsepower, street legal high flow dual catalytic converters, dual snorkel air cleaner, computer and chip combination, make for a complete engine swap kit which should not be overlooked. Currently the ZZ3 and kit are not longer available but GM has an equivalent ZZ4 crate engine and many of the parts or equivalent are available to recreate this swap. This kit was created for the Camaros equipped with the 1983-86 L69 (VIN "G") or 1982-87 LG4 (VIN "H") engines. GM ZZ3 KitCutaway display model of the ZZ3 engine.

This engine has been superseded by the ZZ4 crate motorGM ZZ3 350 cid crate motor Camaro kit and old tired 305 cid stock Camaro motor. Chevy Dual CatsGM ZZ3 crate motor Camaro kit dual catalytic converters shown beside the stock single cat unit Remount air block to fit. Note that the stock mounting of the air tube will obstruct the subframe connector and thus was relocated from the top of the exhaust tube to the side. This was only required because our project car had an aftermarket Jegs subframe connector. Installation into a stock Camaro will not require this relocation. 5.7L H.O. Camaro Conversion Kit parts list (partial): 5.7 H.O. ZZ3 engine (Chevy is currently selling the ZZ4)10185072 Dual intake air cleaner assembly.25043641 In tank fuel pump kit (fuel level float, pick-up, etc.) In tank fuel pump (14 psi '89 Corvette unit)25116279 (original)25116163 (replacement)25163463 (current) Pressure regulator (Required for carb/throttle body units)10185094

Pressure regulator mounting bracket10185069 Pressure regulator outlet fitting (3/8") (Pipe to inverted flare)9432267 3/8" pipe to hose fitting10185096 Tune-Up label (States that kit is emission legal)24502462 "Premium Fuel Only" decal25602518 Dual CAT air pipe22505116 Dual CAT Y pipe24502461 bracket to converter bolt (2 req)11504596 Lower control arm (2)10164151 Conversion To A Submersible Electric Pump: The original Third Gen Camaro had a mechanical fuel pump feeding a throttle body four barrel carburetor. The ZZ3 kit included a conversion to a GM submersible electric pump. This is an improved system as it provided more fuel delivery and pressure for the performance motor. The submersible pumps keep the entire fuel line pressurized which helps avoid vapor lock. This conversion requires changing the in-tank pickup with a unit which has a mount for the electrical pump, wires through the top mount into the tank, an oil pump pressure switch, electric relay, a fuel pressure regulator and connectors.

The purpose of the oil pressure switch (mounts behind the distributor on the main engine block) is to shut off the pump when oil pressure drops. When oil pressure drops, the switch breaks the circuit to turn off the pump relay and pump. This gives the system the ability to know when the engine is not running and thus has no oil pressure and thus the system does not need to keep fuel flowing the the carburetor. Fuel pump relay is turned off by oil pressure sensor in rear of engine. This prevents potential fires cause when there is a leak and fuel keeps pumping even though the engine has stopped running. The Holley fuel regulator drops the pressure of 14 psi from the high capacity pump to 6 to 7 psi required to feed the carburetor. Excess pressure will only wear out the needle and seat or flood the engine. The 90 degree elbow has a very small orifice which restricts the return flow to the tank allowing pressure to develop on the fuel feed side of the regulator.

The ZZ3 fuel pressure regulator installation. The ZZ3 fuel pressure regulator mounting plate orients the fuel pressure regulator at an angle (about 45 degrees). The 90 degree bend incorporates a small orifice to restrict the fuel tank return and thus push more to the carburetor. Increasing the restriction of the return line typically increases the fuel pressure at the carburetor. The return line is necessary so that fuel pressure is releived after shutting off your engine. This helps reduce the risk of fire by ensuring that high pressure fuel is not forcing its way past the float pin into the venturis and into the intake manifold. The fuel intake is on top. The outlet on the right goes to the carburetor. The pressure regulator mounting plate bolts to what was the mount for the mechanical fuel pump, now blocked off with a cover plate. The fuel pressure regulator issued with the ZZ3 kit is no longer available. You should be able to use a Holley 803 unit shown here.

The mounting brace is generic and something may have to be fabricated or tweaked in order to mount it. The submersible electric fuel pump is a Corvette unit providing 14psi of pressure and a greater volume of fuel flow than the regular pump furnished for the Camaro. Starter: I used a geared hi-torque Corvette unit which works well with the ZZ3 high compression motor. GM part # 10455702 The drive gear from the H.O. distributor was transferred to the original LG4/LG69 distributor. The H.O. drive gear is compatible with the H.O. steel roller tappet camshaft (1987 introduced the new harder cam and distributor gear). The GM H.O. 350 conversion is certified to meet emission requirements without an EGR valve or carburetor heat stove. Thus the EGR block off plate should remain. There is a sticker included with the kit which states that the swap kit configuration is compliant. Installed ZZ3 engine kit. Kit includes dual snorkel air filter and intake ducts. GM Goodwrench ZZ3/ZZ4 - performance parts catalog