That even sounds easier yet.Jack, this is a QV so it never had any guts int he distributor, just a rotor.
What I did was mount a ford distributor pickup in the housing then make a new steel "rotor" that locked on to the flat on the cam with a set screw. Then cover to replace the distributor cap. It was a pretty simple conversion...."I'm not sure where I put the picks though..
I was going to point out the counter-rotation thing, but you addressed it.The 348 cams are probably a good option if you can find a set, they'll spin backwards in a QV/328 but the lobes are symmetric so it doesn't matter.
Way back I was thinking a 328 intake in the exhaust position then have the QV intakes welded and ground.....then I got the V12 instead and that was that for QV thoughts.
Have you measured much variation?It has 2 (yup 2 pins) and 2 sensors to produce the required 4 pulses per rev. A haltech or motec can read these directly but clearly that give pretty poor angular resolution so ignition timing can lag a bit under hard acceleration
Thanks for posting! I'll have to keep that in mind for my 348 engine.On my 348 project, I am using 348 intake cams on the exhaust side, and then having a second set of 348 intakes welded and ground to Columbo spec .426 lift / 288 dur
I will have WEB do it. Just because they already have the specs and they have done them before.
Nice toys. Happy Birthday.Hi all,
I am thinking of pushing that out to October as it is in the low 90's here most every day, and I don't have A/C in the garage.
A factory ignition system using 1 pulse per event is also most certainly NOT keeping track of crank position. It works by about knowing RPM and calculating the time from trigger event to fire....then when it sees the event an interrupt starts the timer and it sparks. They put the trigger event as close to full power timing as posible so the count time is as short as possible and hold total error to under 1 degree, sometimes well under, and it works fine....but you can't do fuel times very well with that method because you'll be at least 60 degrees from the drop dead position (intake closes) to spark and the trigger is going to end up another 10-30 degrees before that so really fuel calcs need to be 1 full cycle ahead or time and can be quite wrong by the time the fuel is delivered.Have you measured much variation?
A few years ago I did a BOTEC on a 4 cylinder with one-pulse-per-ignition triggering. Using a pretty aggressive acceleration rate of 5000 RPM/sec starting at 1000 RPM IIRC the max I could figure out was 0.1 degree timing error.
I thought that the 60-2 configuration was used to make it easy to run a wide variety of engines... ignitions per revolution are integral divisors of 60 for singles, twins, triples, 4's, 5's, 6's, 8's, 10's, 12's and 16's.
The extra pulses can be used to watch crankshaft speed transients and therefore misfire detection... but I didn't think the resolution was necessary for timing control.
More goodies arrived, Jenvey throttle bodies, and crank pulley.
While pulling the battery, discovered some corrosion, I had the same issue with the Porsche.
Just curious if this is common on cars that sit for extended periods.
The manifolds are machined from billet, ITBs are cast/machined.
FYI, I avoided the dreaded Visa foreign transaction fee by simply having Jenvey bill my account in $$$$$. The mistake I made with GT Engineering with the manifolds was they billed in Euro.
Live and learn.
they do not. They sure are pretty though, and they are longer than DCNFs so yeah, better.do the Jenvey ITB's have progression holes for off idle transition? They look real nice and better then the twm option.
no one knows who makes a 2v IDF manifold anyway :wall:Thanks Scott.
Heh, stop in any time, always cold beverages available.Jeff, I am regularly down in Ocala, I have family there. Would love to see that operation!
FormulaGT makes that lovely IDF manifold, but there is some other mysterious source (I *think* in Britain somewhere) who are making 2 valve IDF manifolds as well. Still trying to track down who's making those....
What size bodies did you go with? 45mm or 48mm?
I shall clarify...from 3.5L and up the twm's are too small. I also found them to be a PITA to tune:tongue2:Thanks Scott.