This seems counter-intuitive since the exhaust is hot. It's just a simple thing to pick one or the other, so just go with what your motor runs best with. The Edlebrock carb is not stock, however the techs at Edlebrock told me that the vacuum choke device should be connected to the manifold vacuum source. Second, the inert gas present takes up space that would otherwise need to be occupied by more fuel and air. Get as much cruise timing as the motor will tolerate.
This is a good argument for getting an adjustable vacuum advance pot. It's difficult to have these systems function correctly when key components have been removed. Comparing the waveforms of several related sensors can help you find faults that might otherwise be impossible to detect. I've run with it disconnected for a couple of tanks just to see the effect. I copied and pasted so you don't have to log in to the site. I know roots blown motors like a lot of advance at idle.
The purge valve may be leaking vapor into the intake manifold. At idle there isn't the turbulence in the chamber that there is at speed. The same thing occurs at steady-state highway cruise; the mixture is lean, takes longer to burn, the load on the engine is low, the manifold vacuum is high, so the vacuum advance is again deployed, and if you had a timing light set up so you could see the balancer as you were going down the highway, you'd see about 50 degrees advance 10 degrees initial, 20-25 degrees from the centrifugal advance, and 15 degrees from the vacuum advance at steady-state cruise it only takes about 40 horsepower to cruise at 50mph. You can close the front blades a little bit to fine tune the idle just not to much. It can be used as a tuning aid for problem engines that do not respond well to other timing combinations, and can be successfully used in applications where direct manifold vacuum is applied to the can see paragraph and discussion on this above After this, the listing is by Echlin part number. Thus, we see that there are many variables in the selection of an appropriate control unit. Presently I'm 20+ mpg hiway however the 350 previous to this, with roughly the same cam and heads was getting slightly better.
. The truck has been sitting around for a while with out the carburator on and I am unsure how the vacuum line go back together. However, when it exits the cylinder it is cooler than the maximum combustion chamber temperature. Also manifold vacuum will change the timing at idle in response to loads that effect the engine, which gives you a more stable steady idle. Vacuum diagram for an s-10 blazer 2. I did quite a bit of research on full-vs-ported out of interest a few years back. For wide-band O2 sensors and linear O2 sensors, the value may be higher, or it may be converted to a zero to one volt scale.
Maybe others will find this a helpful read. Option 2 is to back down on timing, which causes the engine to run hotter and overheat. In these cases, the reported value may not match the displayed value. If you have an overheating problem at idle, and you have verified proper operation of your cooling system components, you can try running manifold vacuum to an appropriately selected vacuum advance unit as noted above. I have just got this truck and the vacuum accuator was missing along with all the vacum lines that control the 4wd. I've found also that vac advance, whatever the source, has a major effect on mpg. Glenn Crane 9-24-03 Need to find a vacuum diagram for the L4 2.
My issue was mentioned by someone else earlier in this post. Switching relays is one method of checking this out. My point regarding the unsteady idle and the full vacuum was more directed to not having the proper vacuum can. This value should be compared to the actual coolant temperature to see if they match. I know what my problem is and I'm just getting around to fix it.
No change in performace, but noted about 30% increase in fuel consumption - quite stark. Lots of playing around that can be done here to fine tune your ignition system. All Postings that advertise items for sale will be deleted from the Discussion Forum. Another way to reduce combustion chamber temperature is to add something inert to the air-fuel charge. This would be an 8-degree vacuum advance control unit.
I've been told in the past that you need to be more conservative on carb size with Demon carbs. Hi Perf 1976 305 All Exc. Usually above 0% at idle and less than 100% at full throttle. The key difference is that centrifugal advance in the distributor autocam via weights and springs is purely rpm-sensitive; nothing changes it except changes in rpm. This can occur even with the vehicle sitting in the hot sun on a summer day! All of these vapors have to go somewhere.