Rotary-MG

iTrader: (1)

I decided to lose the fuel injection on my 13B that's out of an '84 -SE.
While removing the stock intake I encountered a few things I don't know what I'm supposed to do with. I'm probably going to source a Holley from Racing Beat.
This is an unported 6-port with headers.
Emissions CA-exempt car.

Oil Metering check valve question:
What am I supposed to do with the air lines that go to oil metering check valves. They look like vacuum lines, but according to the service manual you should be able to blow through them but not suck any air into them.

So if pressurized air is supposed to blow through them, is that air supposed to assist moving the oil coming from the oil metering pump? Where is this pressurized air coming from? Or do you guys running carbs on 6-ports just block-off these air lines?

Also, there are four of these check valves, but I see that two are going to go away with the lower intake manifold. Will those two oil lines be re-routed to the new carburetor or blocked off?

12A's don't have these check valves.

Water lines to/from Water Thermal Valve?
There is a water outlet at the top of the rear housing. From there it fed water to the Water Thermal Valve(Upper intake manifold), and then a return line to the back of the water pump near the water temp sensor. With the Water Thermal Valve gone, do you block off these inlets or run a hose as a by-pass?

I'm really glad to have decided to lose the fuel injection. As I was carefully removing the components some of the plastic pieces simply disintegrated. I had no problems with it just prior to removal from the donor car, but I'm sure problems were to soon follow.

Other points:
I know I have to change out the fuel pump.
Injector block off plugs from RacingBeat.
Pruning the stock wiring harness was a pain, but I think I got it down ok.

Any other suggestions regarding converting over to a carburetor would be very welcomed.

j_tso

iTrader: (2)

The OMP check valves are to help make sure not too much oil gets into the intake and prevent the oil flowing back up the tube when the rotors start compression. The vac hoses on top vent to atmosphere.

I ran a bypass hose for the thermowax from the top of the housing to the back of the water pump.

dbragg

iTrader: (7)

With a good FPR, like a Mallory 4309, and you should be able to keep the SE pump and regulate it down to carb pressures. Just ensure the FPR can handle the pressure and flow rate of the SE pump.

Rotary-MG

iTrader: (1)

Thanks for the replies guys.
I found the answers to most everything else in the RacingBeat instructions for installing a Holley onto a 6-port. They supply all the hoses and T-fittings to reroute the water line, and oil and air lines for the OMP and check valves.

http://www.racingbeat.com/manuals/18...06PI%20Kit.pdf

Looks like only atmospheric pressure is used to operate the check valves since the air line is only routed from the air cleaner. 2 of the 4 check valves are retained, the other 2 oil lines which went to the lower intake manifold are then routed to the carburetor's primary float bowl.

It's all making much more sense now.