Chris,
>> Re: top end - I am running larger tires (185/70-13) than he (165/80-13)
>and I have the overdrive whereas he does not. I got the
mechanical advance distributor, but left it at the factory setting as I
don't know which way to adjust it. How do you determine what the limits
are at any given position? I suppose I could go in and make incremental
adjustments and test. I will check the accelerator's throw today. I
have only sighted from the linkage end, not the actual cable settings.>>
Did you get a little plastic step-wedge tool with your dizzy? The steps
allow you to adjust the mechanical advance from about 16-28 deg. There
should also have been a sheet packed with the dizzy telling you how to
make the adjustment. Basically, the contact plate has to come off and the
tool is inserted into two opposing slots that each have a limiter locked
in place by a screw. You loosen the screw, insert the tool to the notch
that corresponds to the amount of advance you want, push the limiter up
to the tool, and lock down the screw.
If you didn't get the instructions and tool, get on the horn to Mallory,
or whoever you got the dizzy from, and tell them you were shorted on the
order. I can FAX a copy of the instructions if that will help.
>> I have a 4-2-1 header waiting till I pass the smog later this month. I
>will have it jet-hot coated as it is the mild steel. As it is,
I may have to switch back to the stock ZS and manifold just to pass the
visual part of the inspection unless I find a sympathetic shop who will
take the readings without failing me because of the Weber.>>
Hmmm, I remember that trick. I use to have two intake set-ups; one for
inspection, and one for everyday driving. Actually, once you get the hang
of it--swapping accelerator cable, hoses, etc., it ain't that tough.
>> As for the motor itself, I did a stock rebuild on my 1296, with 20 over
>pistons and the stock cam. Didn't really think that out too well at
the time. I don't know what he's done to his 1500. Could the extra cc's
alone be enough to produce the extra top end?>>
Not likely. Chances are it has more to do with a smoother, larger
induction (throttle opening fully, porting and polishing), better
internal engine balancing, and better exhaust scavaging. Are you both
running the same jets in the Webers? Take a look. Better still, check
your CO reading at, say, 4500 rpm. You may also be running out of jet at
higher rpms. If you hold the rpms at a cruising speed, while the car's
attached to a CO meter, watch the reading. If you're around 17-19%,
you're running out of fuel. Pushing down the highway, you're car should
be running closer to 14%. While you're holding that highway rpm, hit the
TDC timing mark with an advance timing light. If at 4500 you've got, say
24-26 degrees advance, you're running out of spark.
If anything, a 1296, because of it's shorter stroke, should spin better
at higher rpm.
That's a start. Good luck.
Charlie B.
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