<TABLE cellSpacing=1 cellPadding=6 width="100%" border=0><TBODY><TR><TD colSpan=2><TABLE width="100%" border=0><TBODY><TR><TD style="PADDING-TOP: 4px" vAlign=top colSpan=2>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Vaccum advance- please help<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999 at 5:00 AM[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT> [/FONT]</TD></TR><TR><TD vAlign=bottom colSpan=3><HR></TD></TR><TR><TD colSpan=3>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->O.K, I live in the UK, and drive an 88 European spec X, I have replaced the old points system with a Yugo electronic system, no problem so far, but the distributor has vacuum advance and the old one had a mechanical type advance system, I know US spec cars distributors have vacuum advance as standard. So the question is; where do I connect my vacuum advance hose, I assume the carburettors are the same, but the Euro spec cars have the vacuum connection blanked off, so if any of you know or get a chance to look please tell me where on the carb this vacuum port is, a photo would be a god send or just very a accurate description will do.
Cheers, Tim.
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Author[/FONT]</TD><TD>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Reply[/FONT]</TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Ulix[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 15px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. advance<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999, 11:08 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 15px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Tim,
I have gone the other way and replaced my vac. adv. distributor with a Plex 201. At the moment, I can't remember if the vacuum was drawn from the intake manifold or the carb. If it is from the carb, I think you should tell us what model carb your car has. (all US cars had FI from '80 on).
Ulix
Yellow '74<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Stu Brennan[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 30px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. Port<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999, 11:58 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 30px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->On my 78 there are vacuum ports on both sides of the carb base just above the manifold. Either works for me. Stu<!-- google_ad_section_end -->
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "s";n54_em = n54_em + "e";n54_em = n54_em + "a";n54_em = n54_em + "t";n54_em = n54_em + "t";n54_em = n54_em + "l";n54_em = n54_em + "e";n54_em = n54_em + "x";n54_em = n54_em + "1";n54_em = n54_em + "9";n54_em = n54_em + "@";n54_em = n54_em + "y";n54_em = n54_em + "a";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "o";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Mac"); // --> </SCRIPT>Mac <NOSCRIPT> Mac </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 45px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->vac connection<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:14 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 45px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->On my '75 which has the same "Yugo mod" as you are setting-up, the advance is connected to the factory location (which may differ or not exist on your UK spec carb)
I don't know wether your UK carb is the same as the US-spec ones were, but if you cannot locate a suitable vacuum port on the carb or at its base, I just wouldn't fret too much over it. Sure in theory it would be nice to connect it, but in all honesty I can't even feel a difference on my car when the line is not connected. -Mac.
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 60px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. advance<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:18 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 60px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->It's that old problem, if it's there you want to use it, the reason being I get a slight dip in power when accelerating hard, I think it needs that timing advance to stop the engine flooding itself, The Haynes manual does show the cylinder block connection but it has two pipes, one to the distributor and the other going to the carb, but its a very poor drawing and doesn't actually show where on the carb, I dont know what this cylinder block connection is for, posibly some sort of regulator, Is it just a mounting place and doesn't acctually go into the block?, the carb is a Webber 34DMTR
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Ulix[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 75px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. connection<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:19 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 75px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->The connection on the block is only a thermo switch.
The vacuum line is connected to the carb, goes to the switch and from the switch to the dist, The switch dips into the coolant passage in the block. When the engine is cold, it shuts off the vacuum signal. I have read that this switch is not really needed. I would connect the vac. directly from the carb to the dist.
If someone can tell me where the line connects to the US car 32DATRA, I can check on my 34DMTRs if the same port exists. Does it connect on the left side of the car? At the base of the carb or half way up the carb?
Ulix
Yello 74
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "s";n54_em = n54_em + "e";n54_em = n54_em + "a";n54_em = n54_em + "t";n54_em = n54_em + "t";n54_em = n54_em + "l";n54_em = n54_em + "e";n54_em = n54_em + "x";n54_em = n54_em + "1";n54_em = n54_em + "9";n54_em = n54_em + "@";n54_em = n54_em + "y";n54_em = n54_em + "a";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "o";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Mac"); // --> </SCRIPT>Mac <NOSCRIPT> Mac </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 90px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->can of worms for me...<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:58 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 90px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I have never been the World's Authority on vacuum routing (if my stellar advice thusfar is any indication!) but I do have a 32DATRA, and the line connects to it on a nipple at the bottom of the carb, on the driver's side (that's the left-hand side for us Yankees)...
There's more than one nipple down there, but one is larger than the other. My vacuum line goes to the smaller nipple - which the book says is actually supposed to be for the power valve!? Weird because my carb apparently has no power valve - or if it does they hid it very well! ;p
In theory, Tim, all you should have to do is locate whatever nipples are present, idle your car and plug the nipples with your finger. Whichever one is small enough to appear matable to the hose & has a variable vacuum in relation to RPM should be the one AFAIK...
Regardless, I do know that even on the same ID'd carbs the nipples do vary. For example, some 32s have nipple(s) on the front side, but mine has zero there. Sadly, whoever wrote the old 1300 factory shop manual chose to address the varying locations/nipple layouts by skipping the topic entirely! UGH.
I do also have the later Bertone manual here, which does describe some of the connections, but alas it only describes the 28/30 DHTA carbs as these were the carbs used on our 1500s just before FI became standard in the US market.
On these carbs, the diz advance vacuum line connects to a nipple just above/to the right of the idle shutoff solenoid (on rear side of carb). On my 32DATRA you can see where that nipple *would* be, but none was ever drilled there on mine...
More & more confused about vacuum routing, -Mac.
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 105px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I guess it wasn't to be<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 8 1999, 2:15 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 105px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I do have a vacuum line from the carb which goes to the air box, however if I connect this line to the distributor the engine idles very rough, This line is the carb balancer I think and not intended for vacuum advance, hey ho, I think i'll give up, thanks anyway for all the usefull advice.<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Tim[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 120px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Sorted!<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 28 1999, 3:23 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 120px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Got my Vacuum advance after all, I took the vacuum from the inlet manifold,(drilled and tapped for a small nipple) seems to improve the running and stops an anoying lack of power I had when exellerating hard, can anyone advise me if the followind is supposed to happen though:
Set up timing to 10 degrees BTDC @ 900RPM
Connect vacuum pipe
Timing advances about another 10 begrees, at idle, as visable using timing strobe.
Give the engine a quick rev up, and the timing mark seems to retard back to 10 degrees and once engine speed picks up advances to about 30 degrees, centrifugal advance is responsible for this,
Its the 10 degree retard that conserns me, is that supposed to happen? if so then all is well
Cheers, Tim.
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[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]Mac[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 135px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->how does it drive? <nt><!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 28 1999, 4:03 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 135px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start --><!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 150px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Drives smoother than before.<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 29 1999, 2:49 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 150px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Motorway driving is smoother between 60 and 90mph (did I say 90 I meant 70 officer) as is acceleration .I am supprised nobody has picked up on the lack of vacuum advance on European spec cars here in the UK, the X1/9 is the only car I know of over here that doesn't have it, I cant see why fiat neglected to fit Vacuum advance, choosing to rely only on centrifugal advance, very strange, maybe someone can enlighten me?<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "j";n54_em = n54_em + "o";n54_em = n54_em + "h";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "m";n54_em = n54_em + "m";n54_em = n54_em + "i";n54_em = n54_em + ".";n54_em = n54_em + "o";n54_em = n54_em + "z";n54_em = n54_em + ".";n54_em = n54_em + "n";n54_em = n54_em + "e";n54_em = n54_em + "t"; document.write("John Allen"); // --> </SCRIPT>John Allen <NOSCRIPT> John Allen </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 135px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Full vacuum @ idle - NO GOOD<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 29 1999, 6:02 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 135px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->If I understand your post correctly, your hose goes to the manifold BELOW the carb? If so, that would not be the ideal solution.
The vacuum tab in a carb is *just* above the throttle plate when closed. As the plate is opened, the hose receives vacuum and advances the ignition and 'extra' amount. Once past a certain point (about 1/4 throttle) the port loses vacuum and the ignition runs on mechanical advance only. Note: no vacuum (maybe very slight amount) is present at closed throttle.
I think the idea is that as you crack open the throttle, advancing the ignition helps prevent the engine from 'bogging' down.
If you port it to the 'high vacuum' side of the carb, you will immediate advance the ignition on decelleration (even at high RPMs) that could lead to additional mechanical and driveablility problems.
Interestingly enough, what you describe *was* an old hot-rodder trick from the '50s, but I don't think its used anymore.
If your car runs better with the setup you are describing, I would double check other areas (cam timing, dwell, carb adjustments etc).
Just my opinions, anyone out there care to jump in? (please do if I'm wrong.....)<!-- google_ad_section_end -->
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 150px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Have I got it all wrong<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]November 1 1999, 5:43 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 150px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->O.K, here's what mine does with manifold vacuum:
cars sitting at tick over, vacuum is high because the venturi is closed, so timing is advanced 10 degrees
put the car in gear and move off, as the engine accelerates the vacuum decreases as the venturi is opened so timing is retarded
as I work through the gears and eventually stop accererating and reach crusing speed the vacuum rises again so timing is again advanced, it's only for a few seconds during acceleration that timing is retarded otherwise the timing is allways advanced by vacuum, at tickover it's about 20 begrees BTDC, with vacuum disconnected it's 10 degrees BTDC, sound right?<!-- google_ad_section_end -->
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[/FONT]</TD></TR></TBODY></TABLE></TD></TR><TR><TD vAlign=top noWrap width="17.9%">[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "j";n54_em = n54_em + "o";n54_em = n54_em + "h";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "m";n54_em = n54_em + "m";n54_em = n54_em + "i";n54_em = n54_em + ".";n54_em = n54_em + "o";n54_em = n54_em + "z";n54_em = n54_em + ".";n54_em = n54_em + "n";n54_em = n54_em + "e";n54_em = n54_em + "t"; document.write("John Allen"); // --> </SCRIPT>John Allen <NOSCRIPT> John Allen </NOSCRIPT>[/FONT]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 165px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Close...<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]November 1 1999, 1:08 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 165px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->The mechanical advance you have is about right (10deg), but at idle you should have NO vacuum at the distributor. The vacuum should start *just* as you open the throttle. The vacuum is high BELOW the throttle plate, BUT the vacuum port is just above the plate at closed throttle (hence no vacuum).
My understanding is that the extra advance that the vacuum provides is a 'band-aid' to help in the transition from no-load to load conditions.
This would give you ~10deg @ idle, *up to* 20deg just off idle (I use *up to* because the mechanical advance starts in dependinding on RPMs), then at further throttle the advance should be between 10deg and full mech advance (around 34deg).
If you close the throttle at higher RPMs (decellerating) you won't go to full advance (34deg mech + ~10deg vacuum).
There obviously is a small point in which you will have vacuum during the closing of your throttle, but advance will go back to normal after that point is past.
To sum it up, I think the setup you have results in too much advance at idle and decelleration. (again my opinion)<!-- google_ad_section_end -->
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[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999 at 5:00 AM[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<SCRIPT language=Javascript> <!-- var n54_em; n54_em = ""; n54_em = n54_em + "t";n54_em = n54_em + "f";n54_em = n54_em + "m";n54_em = n54_em + "o";n54_em = n54_em + "r";n54_em = n54_em + "t";n54_em = n54_em + "o";n54_em = n54_em + "n";n54_em = n54_em + "@";n54_em = n54_em + "h";n54_em = n54_em + "o";n54_em = n54_em + "t";n54_em = n54_em + "m";n54_em = n54_em + "a";n54_em = n54_em + "i";n54_em = n54_em + "l";n54_em = n54_em + ".";n54_em = n54_em + "c";n54_em = n54_em + "o";n54_em = n54_em + "m"; document.write("Tim"); // --> </SCRIPT>Tim <NOSCRIPT> Tim </NOSCRIPT> [/FONT]</TD></TR><TR><TD vAlign=bottom colSpan=3><HR></TD></TR><TR><TD colSpan=3>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->O.K, I live in the UK, and drive an 88 European spec X, I have replaced the old points system with a Yugo electronic system, no problem so far, but the distributor has vacuum advance and the old one had a mechanical type advance system, I know US spec cars distributors have vacuum advance as standard. So the question is; where do I connect my vacuum advance hose, I assume the carburettors are the same, but the Euro spec cars have the vacuum connection blanked off, so if any of you know or get a chance to look please tell me where on the carb this vacuum port is, a photo would be a god send or just very a accurate description will do.
Cheers, Tim.
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[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 15px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. advance<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999, 11:08 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 15px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Tim,
I have gone the other way and replaced my vac. adv. distributor with a Plex 201. At the moment, I can't remember if the vacuum was drawn from the intake manifold or the carb. If it is from the carb, I think you should tell us what model carb your car has. (all US cars had FI from '80 on).
Ulix
Yellow '74<!-- google_ad_section_end -->
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[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 30px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. Port<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 6 1999, 11:58 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 30px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->On my 78 there are vacuum ports on both sides of the carb base just above the manifold. Either works for me. Stu<!-- google_ad_section_end -->
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[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 45px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->vac connection<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:14 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 45px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->On my '75 which has the same "Yugo mod" as you are setting-up, the advance is connected to the factory location (which may differ or not exist on your UK spec carb)
I don't know wether your UK carb is the same as the US-spec ones were, but if you cannot locate a suitable vacuum port on the carb or at its base, I just wouldn't fret too much over it. Sure in theory it would be nice to connect it, but in all honesty I can't even feel a difference on my car when the line is not connected. -Mac.
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[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 60px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. advance<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:18 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 60px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->It's that old problem, if it's there you want to use it, the reason being I get a slight dip in power when accelerating hard, I think it needs that timing advance to stop the engine flooding itself, The Haynes manual does show the cylinder block connection but it has two pipes, one to the distributor and the other going to the carb, but its a very poor drawing and doesn't actually show where on the carb, I dont know what this cylinder block connection is for, posibly some sort of regulator, Is it just a mounting place and doesn't acctually go into the block?, the carb is a Webber 34DMTR
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[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 75px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Vac. connection<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:19 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 75px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->The connection on the block is only a thermo switch.
The vacuum line is connected to the carb, goes to the switch and from the switch to the dist, The switch dips into the coolant passage in the block. When the engine is cold, it shuts off the vacuum signal. I have read that this switch is not really needed. I would connect the vac. directly from the carb to the dist.
If someone can tell me where the line connects to the US car 32DATRA, I can check on my 34DMTRs if the same port exists. Does it connect on the left side of the car? At the base of the carb or half way up the carb?
Ulix
Yello 74
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[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 90px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->can of worms for me...<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 7 1999, 11:58 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 90px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I have never been the World's Authority on vacuum routing (if my stellar advice thusfar is any indication!) but I do have a 32DATRA, and the line connects to it on a nipple at the bottom of the carb, on the driver's side (that's the left-hand side for us Yankees)...
There's more than one nipple down there, but one is larger than the other. My vacuum line goes to the smaller nipple - which the book says is actually supposed to be for the power valve!? Weird because my carb apparently has no power valve - or if it does they hid it very well! ;p
In theory, Tim, all you should have to do is locate whatever nipples are present, idle your car and plug the nipples with your finger. Whichever one is small enough to appear matable to the hose & has a variable vacuum in relation to RPM should be the one AFAIK...
Regardless, I do know that even on the same ID'd carbs the nipples do vary. For example, some 32s have nipple(s) on the front side, but mine has zero there. Sadly, whoever wrote the old 1300 factory shop manual chose to address the varying locations/nipple layouts by skipping the topic entirely! UGH.
I do also have the later Bertone manual here, which does describe some of the connections, but alas it only describes the 28/30 DHTA carbs as these were the carbs used on our 1500s just before FI became standard in the US market.
On these carbs, the diz advance vacuum line connects to a nipple just above/to the right of the idle shutoff solenoid (on rear side of carb). On my 32DATRA you can see where that nipple *would* be, but none was ever drilled there on mine...
More & more confused about vacuum routing, -Mac.
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[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 105px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I guess it wasn't to be<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 8 1999, 2:15 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 105px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->I do have a vacuum line from the carb which goes to the air box, however if I connect this line to the distributor the engine idles very rough, This line is the carb balancer I think and not intended for vacuum advance, hey ho, I think i'll give up, thanks anyway for all the usefull advice.<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 120px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Sorted!<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 28 1999, 3:23 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 120px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Got my Vacuum advance after all, I took the vacuum from the inlet manifold,(drilled and tapped for a small nipple) seems to improve the running and stops an anoying lack of power I had when exellerating hard, can anyone advise me if the followind is supposed to happen though:
Set up timing to 10 degrees BTDC @ 900RPM
Connect vacuum pipe
Timing advances about another 10 begrees, at idle, as visable using timing strobe.
Give the engine a quick rev up, and the timing mark seems to retard back to 10 degrees and once engine speed picks up advances to about 30 degrees, centrifugal advance is responsible for this,
Its the 10 degree retard that conserns me, is that supposed to happen? if so then all is well
Cheers, Tim.
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[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 135px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->how does it drive? <nt><!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 28 1999, 4:03 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 135px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start --><!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 150px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Drives smoother than before.<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 29 1999, 2:49 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 150px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Motorway driving is smoother between 60 and 90mph (did I say 90 I meant 70 officer) as is acceleration .I am supprised nobody has picked up on the lack of vacuum advance on European spec cars here in the UK, the X1/9 is the only car I know of over here that doesn't have it, I cant see why fiat neglected to fit Vacuum advance, choosing to rely only on centrifugal advance, very strange, maybe someone can enlighten me?<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 135px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Full vacuum @ idle - NO GOOD<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]October 29 1999, 6:02 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 135px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->If I understand your post correctly, your hose goes to the manifold BELOW the carb? If so, that would not be the ideal solution.
The vacuum tab in a carb is *just* above the throttle plate when closed. As the plate is opened, the hose receives vacuum and advances the ignition and 'extra' amount. Once past a certain point (about 1/4 throttle) the port loses vacuum and the ignition runs on mechanical advance only. Note: no vacuum (maybe very slight amount) is present at closed throttle.
I think the idea is that as you crack open the throttle, advancing the ignition helps prevent the engine from 'bogging' down.
If you port it to the 'high vacuum' side of the carb, you will immediate advance the ignition on decelleration (even at high RPMs) that could lead to additional mechanical and driveablility problems.
Interestingly enough, what you describe *was* an old hot-rodder trick from the '50s, but I don't think its used anymore.
If your car runs better with the setup you are describing, I would double check other areas (cam timing, dwell, carb adjustments etc).
Just my opinions, anyone out there care to jump in? (please do if I'm wrong.....)<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 150px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Have I got it all wrong<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]November 1 1999, 5:43 AM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 150px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->O.K, here's what mine does with manifold vacuum:
cars sitting at tick over, vacuum is high because the venturi is closed, so timing is advanced 10 degrees
put the car in gear and move off, as the engine accelerates the vacuum decreases as the venturi is opened so timing is retarded
as I work through the gears and eventually stop accererating and reach crusing speed the vacuum rises again so timing is again advanced, it's only for a few seconds during acceleration that timing is retarded otherwise the timing is allways advanced by vacuum, at tickover it's about 20 begrees BTDC, with vacuum disconnected it's 10 degrees BTDC, sound right?<!-- google_ad_section_end -->
[/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=4 width="100%" border=0><TBODY><TR><TD vAlign=top align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial] [/FONT]</TD><TD vAlign=top noWrap align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]
[FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD style="PADDING-LEFT: 165px" vAlign=top><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD align=left>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->Close...<!-- google_ad_section_end -->
[/FONT][FONT=Trebuchet MS, Verdana, Tahoma, Arial][/FONT]</TD><TD vAlign=top align=right>[FONT=Trebuchet MS, Verdana, Tahoma, Arial]November 1 1999, 1:08 PM [/FONT]</TD></TR></TBODY></TABLE><TABLE cellSpacing=0 cellPadding=1 width="100%" border=0><TBODY><TR><TD style="PADDING-LEFT: 165px">
[FONT=Trebuchet MS, Verdana, Tahoma, Arial]<!-- google_ad_section_start -->The mechanical advance you have is about right (10deg), but at idle you should have NO vacuum at the distributor. The vacuum should start *just* as you open the throttle. The vacuum is high BELOW the throttle plate, BUT the vacuum port is just above the plate at closed throttle (hence no vacuum).
My understanding is that the extra advance that the vacuum provides is a 'band-aid' to help in the transition from no-load to load conditions.
This would give you ~10deg @ idle, *up to* 20deg just off idle (I use *up to* because the mechanical advance starts in dependinding on RPMs), then at further throttle the advance should be between 10deg and full mech advance (around 34deg).
If you close the throttle at higher RPMs (decellerating) you won't go to full advance (34deg mech + ~10deg vacuum).
There obviously is a small point in which you will have vacuum during the closing of your throttle, but advance will go back to normal after that point is past.
To sum it up, I think the setup you have results in too much advance at idle and decelleration. (again my opinion)<!-- google_ad_section_end -->
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