<VV> RE: Re: turbo distrubutor

[Duane, Jim]

An electronic means to a mechanical end...  By the sample screen shots,
looks like it can't handle boost conditions...

Jim Duane
'66 180 Corsa cvt.
Colonial Corvairs
CORSA
 

-----Original Message-----
From: virtualvairs-admin@corvair.org
[mailto:virtualvairs-admin@corvair.org] On Behalf Of Jim Burkhard
Sent: Sunday, April 25, 2004 12:49 PM
To: 'John'; virtualvairs@corvair.org
Subject: <VV> RE: Re: turbo distrubutor

Yep, I am familiar with this collaboration kit, but haven't bought it
yet since I still have a Megasquirt and a Wide Band kit to put together.
It's a good idea and anything that gets you past the limitation of the
stock turbo distributor should be considered.

Jim Burkhard

> -----Original Message-----
> From: virtualvairs-admin@corvair.org
> [mailto:virtualvairs-admin@corvair.org] On Behalf Of John
> Sent: Saturday, April 24, 2004 8:17 AM
> To: virtualvairs@corvair.org; burkhard@rochester.rr.com
> Subject: <VV> Re: turbo distrubutor
> 
> 
> You turbo guys need to solve the turbo distributor advance problem 
> with modern electonics.  You need "Megajolt Lite, Jr"!  MJLJ uses a 
> RPM x MAP (Manifold Pressure) table to configure the ignition advance,

> commanding a Ford EDIS module to adjust the ignition advance based on 
> the engine's current runtime condition.  You can configure the 
> distributor curve to anything you want.  Take a look at:
> 
> <http://picasso.org/mjlj/>
> 
> Cost less than $100 bucks if you use junk yard parts.  No Ford jokes 
> please!  Ford sparks are as good as GM sparks.
> 
> John
> 
> > From: "Jim Burkhard" <burkhard@rochester.rr.com>
> > To: <UltraMonzaWest@aol.com>, <VirtualVairs@corvair.org>
> > Date: Fri, 23 Apr 2004 21:23:55 -0400
> > Subject: <VV> turbo distrubutor
> > 
> > Bah!  You can't "eliminate" the need for vaccum advance
> UNLESS you are
> > doing ALL full-throttle driving. Mechanical advance only is
> fine for a
> > race car, but on anything that is driven anytime part throttle 
> > (including all streeted cars), you will be underadvanced and the 
> > throttle response & fuel economy will suck.  All spark
> ignited engines
> > need to increase the spark advance at part throttle loads. 
> There's no
> > way around it. If you crank up the static or centrifal advance to
> > (ahem) "compensate" for the lack of a vacuum advance, you
> will then be
> > over-advanced at full load (prone to knock and/or losing
> torque from
> > the optimal timing).
> > 
> > The fact that GM didn't have a V.A. on the turbo
> distributors was only
> > because they were trying to keep the whole deal simple and
> having BOTH
> > a pressure retard and vacuum advance would have made things more 
> > expensive. But one level of spark advance (reardless of
> load!) at all
> > engine speeds up to 4,000 rpm (or is it 4400, I forget...)
> is no way
> > to run an engine, though. No modern car dispenses with load-varied 
> > spark advance. Sure, it's all done electronically (no distributor), 
> > but the optimum spark advance ALWAYS varies a lot with load. No way 
> > around it whether a turbo engine or not...  To not do so means you 
> > lose part throttle torque (feels unresponsive and you have to go 
> > deeper into the throttle to make the car move) and also
> fuel economy
> > (on account of a drop in indicated thermal efficiency from the 
> > mistimed combustion).
> > 
> > Jim Burkhard
> > Air, Fuel, and that other one... Now what was it...?
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