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<x-flowed>At 07:33 PM 11/1/01 -0500, Keith Park wrote:
>You cant just drop a distributor in and expect everything to be well, while
>we all know the .009 is the wrong curve for just about every setup most dont
>know that the advance curve is matched to many things in the fuel and
>mechanical systems and the 1.9 watercooled is no where near what you d want
>for a T3... the vanagons are curved for much more torque for starters.
I've heard a few rumors that the 009 was designed for industrial engines or
something similar. In any case, I've put a bit more thought into it than
your reaction seems to imply. I've tried to find various advance curves to
compare (unsuccessfully), checked the amount of advance in the distributor
I used (mechanical and vacuum, as well as the vacuum retard), and checking
the total advance once it was in the car, which currently is all in at
3300rpm at 29-30 degrees (centrifigual advance only).
The car does seem a bit "torqier" than before, which is fine by me. I'm
still working on the issue of the vacuum advance, where to pull vacuum from
(one carb? both carbs? the balance tube?) and various canisters, though in
the end I may not have enough vacuum to use due to the cam in the engine.
Does anyone have (or know where I could find) the advance curves for
distributors 0231 178 009 (uh..), 0231 137 036 ('70 T1) and 0237 022 045
('85 Vanagon) ? These are the Bosch numbers, don't have the VW numbers handy.
>Its true that the solid state systems will help enormously with radio noise
>the effect of more power over a properly matched stock system that is
>WORKING PROPERLY is minimal.
I have no arguement there. I have the Vanagon setup in my bug, which has a
1776 with Kadrons, and I don't think there is such a thing as a properly
matched stock system for that engine. I know this isn't the perfect
solution, but it's a far sight better than the 009 had EVER been for me in
this car.
I'm not afraid to learn and experiment, I've learned enough to reject the
one-size-fits-all idea (009) The next Vanagon distributor I get ahold of,
I'm going to take apart, maybe see if the Hall-effect bits can be adapted
to a stock distributor witout too much hassle. The idea of electronic
ignition using readily-available factory parts is appealing to me. Call me
a freak...
>An other thing to be aware of is if the curve is wrong it could cause
>detonation at certain RPM's and that is really bad news... and something you
>might not hear. Hows the gas mileage?? this is an indication of how thing
>should be... often the engines can seem to run pretty well but be too rich
>or too lean and have a life span of less than 50Kmi
I haven't heard any pinging, and I've really been keeping an ear out for
it. My oil temps have gone down slightly, but whether that has to do with
the ignition or the change in the weather is up for debate. The gas
mileage is better, it's up from 17mpg to 20mpg (remember, this is a
big-bore dual-carb engine) The carbs are jetted a bit on the rich side but
nothing horrible. I've put 18k miles on this engine since I got it a year
and a half ago, and Bernard (the P.O. of the engine) put about 45k on it
before me. I've only put about 200 miles on it since the new ignition went
in, but I'm keeping an eye on things and checking things every couple of days.
Does anyone else have any thoughts?
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