What would you propose for a SPICA setup? I wouldn't mind running a vacuum line if it was easy enough...In my opinion, there is no reason not to run your car as efficiently, economical and environmentally friendly as it can be. Especially when it can be achieved as easily as it is in this case.
I'd rather not use a port that is already in use for the crankcase ventilation because it's bound to be an amount of oil in the hose, and you will risk clogging up the anti pulse valve.shoudnt be better to take the vacuum from the front niple of the inlet manifold? just thinkig loud
all the oil comes from the head case nipple, if you block that and use the front nipple of the intake manifold for your 123 (this all in case you dont have a vacuum nipple on your carbs), its just vacuum in the port, how can you cloge it if its just sucking air all the time?I'd rather not use a port that is already in use for the crankcase ventilation because it's bound to be an amount of oil in the hose, and you will risk clogging up the anti pulse valve.
Depending on the type of carburettor or injection system you run, there will be vacuum takeoff ports for each barrel. I've had vacuum advance connected (and working) with my Dellortos using a take-off adapter on barrel no.1 and an anti pulse valve.
Hello PerO, I've just found this thread, and this post of yours is interesting for me.
I have a 1750 GTV with Dellortos and a non-vacuum distributor (original Bosch 045 type).
To improve fuel economy, I would like to try using a Bosch 229 distributor with vac advance, from an 1800 Alfetta.
I have found the vacuum take-off ports on my Dellortos as you have described in your diagram, so my only other question is about the possible difference between ported and non-ported vacuum sources......
Do you know if these Dellorto ports are ported or manifold vacuum, and whether the levels of vacuum at high-speed light-throttle cruise would be different between ported and non? (I know they are different at idle.)
I'm just wondering if this particular source of vacuum will be strong enough to drive the distributor capsule on the Alfetta distributor, because I don't know for sure where this 229 distributor was designed to have been driven from, in the original Alfetta installation.
PerO, I wonder which type of vacuum-advance distributor you have used? Was it a good one for performance driving? The 229 that I have on hand may be good for economy but maybe not for performance.....
NZ (1750 GTV, Alfasud x3, Alfa 156)
I have run 123 distributors. Being programmable, they easily allow for an incremental approach to tuning and reduce the risk of detonation and other problems when setting up timing and advance. 123s are for daily drivable cars and if set up with a good coil should be sufficient for a classic engine tuned for the street. If ultimate performance is the goal I'd go with a module-based system.PerO, I wonder which type of vacuum-advance distributor you have used? Was it a good one for performance driving? The 229 that I have on hand may be good for economy but maybe not for performance.....
That's really not how you want to use the vacuum advance. The vacuum advance should ... well ... advance the timing when it senses intake vacuum. This advances the timing at part throttle and cruise and gives you better economy and a bit more responsive throttle.I used the small vacuum pipe normally connected to the breather I don't want oil vapour sucked into cylinder 1 so happily disconnected it at the cam cover, I used a pulse damper and used the vacuum signal to retard the ignition this stopped the car popping when engine breaking