<VV> Effect of Reduced Quench on Jet Size and Timimg

[UltraMonzaWest at aol.com]

In a message dated 8/19/2005 4:08:58 PM Pacific Daylight Time, 
Mikeamauro at aol.com writes:

> My next step--before 
> venturing to .048 jets--is to reexamine the total advance curve (but I 
> believe I'll 
> find it acceptable. I've owned and worked on Corvairs since 1971 and I could 
> do 
> this stuff in my sleep (and have a few times); everything with the engine 
> and 
> car is spot on right. This one has me perplexed. I'm beginning to think the 
> high stall converter is stealing more efficiency than first thought
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1  A stock convertor slips approx. 150 rpm......caculate or go to my website  
/ tech papers /  gear ratios-tire height-  rpm at 60mph

2  What is "right"  for the timing advance curve?  The stock settings are 40 
yrs old...gasoline has changed dramatically since then....

3  12 to 1 A/F  ratio is your problem.......lower your float levels......the 
spec is  40 yrs old as well!   My  suggestion to use a regulator is to avoid 
the possible "overpowering"  of the needle /  seat...it happens....

NOTE:  2 things that "sometimes"  go against the physics.....

A    Larger jetting sometimes improves MPG

B     Higher ratio differential sometimes improves mileage....

Best of luck!   and let us know what "curve"  you find......

Matt Nall / Patiomatt / WCUH / Mr. DeckRug
69 Monza Cpe., 66 Monza vert, 65 Crown v8 Cpe.
Somewhere between Reno, NV and Coos Bay, Or.
http://members.aol.com/patiomatt