Well I havent posted in awhile so here is my on going problem. The raider does not like to go over 55 mph and has no power past 2900 RPM. So far i have put the following new parts on. New dizzy, cap, rotor, wires, mech fuel pump, NGK plugs (gapped them), new 32/36 weber carb, new pacesetter header, checked timing (good), compression: #1=135,#2=150, #3=135, #4=155. No vauum leaks (used carb cleaner can to test), adjusted carb per weber instructions, removed jet valve adjusters to disable the jet valves, new coil, checked voltage to the coil (good). Dont know where to go from here? The fastest this thing will go on a slight downhill is 60 mph floored. I am wondering if i have a head problem or what? Any more advice would be appreciated. <img src="/forums/images/graemlins/patriot.gif" alt="" />

Your compression spread between cylinders seems a little high (13%). I'd guess it might be that but I also wonder how your cat/muffler looks. Possibly any blockages? Any backfiring at all?

I was going to suggest a new depression chamber, but then I saw that you put in a Weber.

No cat and i had a new turbo muffler put on. I dont know if i should do just a new head or what else the problem could be? I also adusted the electric choke properly and does have a slight run on when i shut it off but no backfires.

fuel filter restriction? How is the vac advance working on the dizzy?

I'm with Les ... Fuel filter is clogged....

New fuel filter. Is there one in the tank? I replaced the tank with one from the junk yard that looked realy good. The old one was toast with rust holes. Should I pull the head off and look for cracks that could be causing the compression variance? Or if i pull the head should i try and rebuild the bottom end also? I realy dont want to rebuild it if it doesnt need it yet. <img src="/forums/images/graemlins/patriot.gif" alt="" />

I saw another post about someone swapping the fuel pump lines by accident (the return line and main feeds were switched), and I think they had a weber too. If you shoot some oil in the two low cylinders, does the compression come up? Are there any other symptoms like black or blue smoke out the tail pipe? Surging? Pinging? Tapping (maybe the HLA's are pumping down above 3k rpm)? Maybe an EGR problem? A leakdown test would be better (or a pressure check of the cooling system) before pulling the head.

Make sure when you press the pedal down the butterfly in the carb is all the way open. I know you had to rig the linkage for the new carb. Also check that both barrels are opening. I'm not familiar with the Weber but I assume it's manual linkage. Make sure the choke does not flutter, stays place when hot.

I'm still thinking fuel starvation or the vac advance on the dizzy is not working. When you timed the engine did you plug the vac advance?

Uh oh! I did not plug the vacuum when i timed it. I thought it had to be connected. I feel like an idiot now. Oh, well i will do that in the AM. I made sure the out on the mech fuel pump was going to the carb inlet and the middle vent line to the tank return. I will make sure again though. It sure does run great warmed up at idle just not above 2900 under load. I will time it properly tommorow. If this timing issue doesnt fix it should i try an electric carter fuel pump?

Test for low fuel delivery on a carb truck:

Take off the air cleaner and hold the choke open and work the throttle repeatedly, counting the cycles, until the accel jet squirter quits squirting. You've just flooded it, so let it sit a while and clear out. Take it out on the road, and accelerate as hard as you can until it starts to bog out, and quickly kill the engine and put it in neutral, and coast it to a stop. Remember the p/s and p/b will be gone, so be careful. Without cranking the motor, repeat the cycle throttle and count squirts test. If the count is less, fuel delivery is inadequate. If the same or very close, delivery is fine.

Have you had the head off? I sort of suspect cam timing if the ignition timing checks out. You should be timing it 7* BEFORE top dead center, to the left of the T mark.