Re: [DML] Contemplating a Carb Swap
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Re: [DML] Contemplating a Carb Swap



Once again I repeat: I gave you no advice that wasn't passed on from Darren because at that time I knew no better.

However, thanks for proving my point that you still don't know what the vacuum port on the throttle butterfly is for! It IS used for the distributor on the B27 Renault engines and works fine on the DeLorean engine as long as the throttle stop hasn't been messed with.

The 038 CPR has no "backwards" on the vac ports because it has no ports on the side! If yours did, it was someone swapping bits over wrongly!

I love how you're trying to blame me for your car running wrong though, keep it up. I'm ignoring your question because it is irrelevant to the discussion - you just want to segway the exchange. As usual.

Martin

Sent from my BlackBerry®

-----Original Message-----
From: "content22207" <brobertson@xxxxxxxxxxxx>
Sender: dmcnews@xxxxxxxxxxxxxxx
Date: Thu, 28 Jun 2012 12:44:14 
To: <dmcnews@xxxxxxxxxxxxxxx>
Reply-To: dmcnews@xxxxxxxxxxxxxxx
Subject: Re: [DML] Contemplating a Carb Swap

What I meant was the cold start injector does not spray directly into the intake ports like all other multiport injectors -- it sprays at a central point in the middle of the manifold and has to be pulled by engine vacuum through intake runners to each port. 

My car ran better before you and Darren started handing out advice. I thought then that since you were Europeans, you would understand Eurospec K-Jet better than Americans. What I conveniently overlooked was you had as little experience with K-Jet of any sort at that time as I did (we bought our first cars within a month of each other -- remember?). You were learning at the same time as me. It was experienced owners on the Volvo forums who finally straightened out some of your bad advice. For example, you told me to plumb my Series 038 CPR vacuum *BACKWARDS*. You told me to attach my spark advance to a port *UPSTREAM* of the throttle plates. You had no idea what to do with my idle air system when the valve failed -- the Volvo boys explained what to do and I wrote a procedure, giving *THEM* credit at the top: http://f1.grp.yahoofs.com/v1/QEfsTwIPgs_wF2TEaw2str5mRUEy1z2Yf76gLyMGUOvSknMSEd7q62xmgqiYrjZsNI3rpiPtWQAhn_5wo9Io1GzHm-8yg3uPXRg/Other%20PRV%20Literature/Manual_Idle.doc

Anyway, you still haven't answered my question: how would someone with two weeks to spare before DCS'04 get metered fuel into my transplanted crate engine? If you look closely at this pic, you will notice something missing (hint -- injector bungs): http://sphotos.xx.fbcdn.net/hphotos-ash3/540774_421851381193451_793740117_n.jpg
Owen Malbec drilled holes in the round bosses on his Peugeot manifold for EFI injectors, but as you can clearly see there are no similar bosses on my manifold. Owen also spent several months -- not two weeks -- tuning his EFI to run right. My engine showed up with a propane carb sitting on top. The most logical thing from me to do was fabricate an adapter plate to accept a gasoline carb. Even so I still cut the total installation time very close -- less than 24 hours before hitting the road.

Bill Robertson
#5939

--- In dmcnews@xxxxxxxxxxxxxxx, "Martin Gutkowski" <martin@...> wrote:
>
> For the record I gave you no advice on your european K-Jet at that time because I knew no better than to defer to Darren Bowker, a man who shafted me for a not inconsiderable sum of money not long after. 
> 
> You maintain you ran k-jet successfully yet what "advice" you do offer on the subject shows a fundamental lack of understanding and I wonder if it ever worked properly (lest we forget your claim that the cold start injector is a form of carburetor - and yes, I can quote from my DML archive)
> 
> Martin
> Sent from my BlackBerry®
> 




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