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RazorbackNOR
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« Reply #243 on: April 01, 2013, 06:03:14 pm » |
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Could I ask some of you to take a picture of a part on the carburator? I've been looking at in here now, and really can not see that there is any way that the arm on the OVAD valve (Ouverture du volet après départ à froid) can be can be activated by the gas,- or choke linkage. ![](http://img526.imageshack.us/img526/9375/cimg2622l.jpg) Also, there is a spring holding it in the "out" position, is this correct? if it is to be springing the other way, it might reach some part of the linkage, but I have never had it open so much that the spring could have changed position.... ![](http://img29.imageshack.us/img29/247/cimg2623l.jpg) Or if you see any other mistakes on the carb, please let me know....
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2010 Mazda 3 1,6 Diesel Gunmetal Blue 1983 Matra Murena 2.2 Platine 50cc Pocketbike IPSC shooter
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GL
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« Reply #245 on: April 11, 2013, 10:53:34 am » |
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Nobody with access to their carburattor and a camera....?
Here you are: ![](http://imageshack.us/a/img687/9840/05042013994.jpg) I think this is original. Also no spring...
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GP
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« Reply #252 on: May 05, 2014, 07:20:37 pm » |
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Probably too much information here (ignore the last bit) but you are looking for 10 deg at 900 rpm. ignition advance at idle. (I use 12 deg. myself). I suspect your strobe light is a bit more basic than this one and it probably just plugs onto the spark plug and into the H.T. Lead. Cap. N.B. No. 1 cylinder is the one nearest the distributor. The timing marks are on the flywheel through the viewing hole at the top of the gearbox. Mark them with white paint for extra clarity. http://www.youtube.com/watch?v=UYGU7mTwsZcAs an aside has the camshaft been out recently as this could be in the wrong place. I have seen some great bangs with this set up wrong!
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« Last Edit: May 05, 2014, 07:23:03 pm by GP »
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roy4matra
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« Reply #254 on: May 11, 2014, 12:25:09 pm » |
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N.B. No. 1 cylinder is the one nearest the distributor.
NO IT IS NOT. No.1 cylinder on these engines is next to the flywheel. Talbot and Simca before them for some reason counted backwards. :-) Unlike most engines where No.1 cylinder is at the front next to the timing case, these engines have No.1 at the flywheel end and No.4 at the timing case end. If you check the cylinder block (below the head joint on the exhaust side) you will see the cylinder numbers cast into the block. So for ignition timing it is the cylinder next to the flywheel that must be timed to that cut mark in the flywheel, and as stated the static timing is 10 degrees before top dead centre. Regarding the distributor, if it has ever been taken out, the offset connection at its base means it can only go back with the shaft in the same rotational place. However, if whilst the distributor was out you also removed the distributor drive piece with the skew gear that mates with the camshaft, then this can be put back in various positions since there are many teeth. If it is mated with the camshaft in a different rotational position, the distributor now has to be reset too. You can still get the car to work fine but the H.T. leads may now be in different positions too. Anyone who has worked with older Ford engines where the gear was always attached directly to the distributor shaft or who understands these things, will understand what I am talking about. I could for instance set a 2.2 to run properly with the drive gear mated in any of the different teeth mating positions, but the distributor and possibly leads would need to be set individually for each setting. The firing order always stays the same of course. Roy
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« Last Edit: May 11, 2014, 12:39:40 pm by roy4matra »
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