Fuel injection to Carbs? |
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Fuel injection to Carbs? |
torakki |
Jun 27 2024, 11:32 AM
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#1
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Member Group: Members Posts: 51 Joined: 5-October 18 From: Nor Cal Member No.: 22,545 Region Association: Northern California |
In the process of swapping the FI, on my 2.0L to Empi carbs. My research never found anything about the dizzy needing to be changed. Now I see in the Empi instructions, to swap the distributor. It sounds like, just for timing advance. I wasn't planning on the extra expense so is this necessary?
Thanks |
Superhawk996 |
Jun 27 2024, 01:58 PM
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#2
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914 Guru Group: Members Posts: 6,469 Joined: 25-August 18 From: Woods of N. Idaho Member No.: 22,428 Region Association: Galt's Gulch |
I can’t vouch for the complete accuracy (not my data) but it captures the jist of the 009 flaws
Too much total advance and too soon in the RPM range. This causes you to dial back the timing at low rpm. Off the line it will bog (flat spot) then at some point things catch up between carb airflow and ignition and then it screams for a bit and then falls a bit flat near redline because it was dialed back initially to keep total advance around 27 -29 degrees. My carbed 1911 (with cam & raised CR) used to start to ping around 29-30 degrees. The 009 “worked” but was a compromise until re-curved Source: http://www.914world.com/bbs2/index.php?showtopic=275097 |
Shivers |
Jun 27 2024, 02:22 PM
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#3
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Senior Member Group: Members Posts: 2,655 Joined: 19-October 20 From: La Quinta, CA Member No.: 24,781 Region Association: Southern California |
I can’t vouch for the complete accuracy (not my data) but it captures the jist of the 009 flaws Too much total advance and too soon in the RPM range. This causes you to dial back the timing at low rpm. Off the line it will bog (flat spot) then at some point things catch up between carb airflow and ignition and then it screams for a bit and then falls a bit flat near redline because it was dialed back initially to keep total advance around 27 -29 degrees. My carbed 1911 (with cam & raised CR) used to start to ping around 29-30 degrees. The 009 “worked” but was a compromise until re-curved Source: http://www.914world.com/bbs2/index.php?showtopic=275097 Wow, that is exactly what mine does, 40’s and an 009. Not a big deal on a twisty, but yeah on the fwy it gets to a certain rpm and hits a wall. |
930cabman |
Jun 27 2024, 04:08 PM
Post
#4
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Advanced Member Group: Members Posts: 3,523 Joined: 12-November 20 From: Buffalo Member No.: 24,877 Region Association: North East States |
I can’t vouch for the complete accuracy (not my data) but it captures the jist of the 009 flaws Too much total advance and too soon in the RPM range. This causes you to dial back the timing at low rpm. Off the line it will bog (flat spot) then at some point things catch up between carb airflow and ignition and then it screams for a bit and then falls a bit flat near redline because it was dialed back initially to keep total advance around 27 -29 degrees. My carbed 1911 (with cam & raised CR) used to start to ping around 29-30 degrees. The 009 “worked” but was a compromise until re-curved Source: http://www.914world.com/bbs2/index.php?showtopic=275097 Wow, that is exactly what mine does, 40’s and an 009. Not a big deal on a twisty, but yeah on the fwy it gets to a certain rpm and hits a wall. My 2056 with Elgin cam, 009 and Weber 40 IDF's pull nicely to 6k in 1st, 2nd, 3rd and 4th gears I do not have any history with the 009 other than it was laying around and seems to work ok. Probably dumb luck |
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