The title pretty much sums it up. Seems rich, and the adjustment screws don't seem to do much of anything at all one way or the other. Everything is done except the exhaust isn't welded up past the downpipe yet and the EGR valves in the top of the valve cover are currently open (sort of,) though carb end is capped well.

It's got between 4 and 5 PSI of fuel pressure.
The carb has been rebuilt and cleaned.
1.08 w/47's.
Carb cleaner can't find any vacuum leaks.
Cyl 1-5 hold around 120#, but 6 was more like 185.
I can't check the timing without a good idle, but it sounds good > 1800 RPM.

I have an LS1 that I was planning to drop in my 2.5L TJ, but if I can't get the CJ running, the TJ will have to keep the 4 banger. I don't want it to come to that.

I need some help, big time.


(x-posted on CJOffroad)

You need to get the timing at least close to diagnose your problem. I thought I was fighting my MC2150, turned out it was the distributor. I am running a GM HEI with a stock vacuum advance. Fords use a stronger vacuum signal then Chevy's. So it was pulling the timing all outa wack. The difference is mine would idle and rev fine, but past 1200 rpm's it would spit and sputter and acted line it was lean surging. With the distributor disconnected it ran like a top, so I had to use an adjustable vacuum advance to taylor it to the ford vacuum signal.
Clay

Right, that's typically how timing will effect a motor. Think about it, we've all had cars that would idle without firing all the cylinders, it just didn't sound right. ..And of course performance was off at speed. I'm confident this isn't a timing issue, but that I will need to address it right after I figure this out.


Anywho, it turns out the carb cleaner lied. I hadn't tried to choke the carb since the weather has been so warm lately, but I did today. I was able to get the idle down to 1100 with the choke fully closed, but no lower, and everytime I opened the choke, it tried to die. It turns out, I definitely do have a vacuum leak, and it was hiding between the manifolds, due to the gasket being about a half inch too open on the bottom, which caused the intake manifold to not be able to make a perfect seal. I will grind off a little more of the intake manifold tomorrow to see if I can get it a little lower without opening up the same can of worms on the top. I remembered that I made that gamble in May while putting it all together, I just completely forgot in the meantime. I'll update with my findings.