[DMCForum] Plain PRV

["content22207" <brobertson@xxxxxxxxxxxx>]

No hysterectomy -- wasn't an option to begin with. Replacement block
came without emissions. My fuel distributor doesn't even have a port
for lower chambers. Is a dimple in the casting (aluminum, not steel),
but never drilled & tapped.

Contemporary Volvos (260 series) are same. Recently popped hood of a
1990 760, however, and it had a humongous Lamda type device (twice
DeLo size).

For a while my engine did have an unused full throttle microswitch.
(Transferred from original block?) Tried wiring to cold start valve --
only enrichment option available to me -- but effect was too much.
Actually reduced performance. Guess my little 2.5 liter is already
burning everything it can. I removed switch to reduce clutter.

Be sure to pop my louvers at SEDOC. Think you'll find it interesting.
Engine instantly recognizable as PRV, but several key differences from
stock.

Bill Robertson
#5939

>--- In DMCForum@xxxxxxxxxxxxxxx, "John Hervey" <john@xxxx> wrote:
> Bill and others,
> The enrichment can be enhanced even though you have done a
hysterectomy on
> the Lambda system. I just did it for a 924 Porsche and gained 10 to
15 HP as
> reported on the dyno. I just have to find the correct parts. It's
less than
> $500.00.
> John Hervey
> www.specialTauto.com
> 
> 
> 
>   -----Original Message-----
>   From: content22207 [mailto:brobertson@xxxx]
>   Sent: Tuesday, July 29, 2003 2:17 PM
>   To: DMCForum@xxxxxxxxxxxxxxx
>   Subject: [DMCForum] DeLo Spark Advance, Etc
> 
> 
>   Stock DeLo is set up for full scale vacuum advance off the manifold.
>   Uses a shut-off solenoid at idle (wired into same circuit as idle
>   speed motor) and vacuum enrichment in CPR when throttle plates open.
>   Because my Renault re-engine lacks both (CPR is coil only), set it up
>   accordingly. Is much simpler and less prone to problems, but do think
>   I'm missing slight performance advantage of enriched fuel mixture (no
>   full throttle switch/Lamda valve either). Oh well -- the cost of
>   reliability.
> 
>   Bill Robertson
>   #5939
> 
>   >--- In DMCForum@xxxxxxxxxxxxxxx, "cruznmd" <racuti1@xxxx> wrote:
>   > I'll try it both ways if I have to. I'll keep it stock for now.
>   >
>   > I'm going to clean up my grounds. The starter still turns too slowly
>   > and the battery won't charge and both are new. I haven't even really
>   > used the starter that much yet so I don't see how I could have
smoked
>   > it already.
>   >
>   > Mike Cohee warned me about this. I should have done it then.
>   >
>   > --- In DMCForum@xxxxxxxxxxxxxxx, "content22207" <brobertson@xxxx>
>   > wrote:
>   > > 10 degrees actually...
>   > >
>   > > Tried it Martin's way, but a valve cover casting or some such
>   > > interfered with distributor rotation before time reached (of
course
>   > at
>   > > that time I might still have been shooting for 13 degrees -- pre-
>   > Darren).
>   > >
>   > > I rotated engine (with socket wrench) to 10 degrees, then stuck
>   > > distributor so that rotor was basically at #1 terminal. Worked
>   > > excellent (final timed with light).
>   > >
>   > > Speaking of 10 degrees: My PRV is only 2.5 liters (engine code
>   > > according to Darren B). Translates into 151 CID. Bit small,
>   > especially
>   > > for a 3000 lbs sports car, yet I still hold my own with 2.8 liter
>   > > crowd. Wonder if reduced time makes the difference? (less
resistance
>   > > from explosion against piston upstroke).
>   > >
>   > > Note I am running high voltage ignition. Final fuel burn may be
>   > > comparable to earlier low voltage spark. Am sure my late time is
>   > what
>   > > got me into octane trouble in 100 degree heat on I-95 (plus my
>   > vacuum
>   > > advance is taken before throttle plates -- much lower than stock
>   > DeLo
>   > > at partial throttle).
>   > >
>   > > Bill Robertson
>   > > #5939
>   > >
>   > > >--- In DMCForum@xxxxxxxxxxxxxxx, "cruznmd" <racuti1@xxxx> wrote:
>   > > > What I mean is, do you set the crank at the "0" mark, or 13
>   > degrees,
>   > > > and then set the rotor to the notch on the dizzy body?
>   > > >
>   > > > It's the crank setting I'm interested in. Apparently Bill sets
>   > his
>   > > > crank mark to 13 degrees.
>   > > >
>   > > > --- In DMCForum@xxxxxxxxxxxxxxx, Martin Gutkowski
>   > <webmaster@xxxx>
>   > > > wrote:
>   > > > > I set it to the notch, then you have more than enough
>   > adjustment
>   > > > either
>   > > > > way. Bearing in mind that the more you advance it (up to a
>   > point)
>   > > > the
>   > > > > faster the engine runs and this creates the mechanical advance
>   > > > > internally to the distrubutor, so at the limit of movement,
>   > it's
>   > > > > coughing away at some 18 degrees.
>   > > > >
>   > > > > Just been setting ours up in the last couple of hours and it
>   > runs
>   > > > > sweetly at 0 but of course no power. It's running best at 9-10
>   > > > degrees
>   > > > > but we've dropped in a different dizzy and changed the vac
>   > advance.
>   > > > >
>   > > > > It started with very little trouble, though.... :-( It DID
need
>   > 12v
>   > > > > across the coil but it's back on the resistors now and running
>   > fine.
>   > > > >
>   > > > > Martin
>   > > > >
>   > > > > cruznmd wrote:
>   > > > >
>   > > > > >Martin,
>   > > > > >
>   > > > > >I have this question in my head now:
>   > > > > >
>   > > > > >At the end of your procedure, you said to get the #1
piston at
>   > TDC
>   > > > > >and install the distributor. (Which is what I did yesterday)
>   > > > > >
>   > > > > >The engine is set to run at 13 degrees BTDC. Shouldn't I have
>   > > > rotated
>   > > > > >the engine until is was at 13 degrees BTDC instead of at
>   > dead "0"?
>   > > > > >
>   > > > > >Then I would be 13 degrees too far advanced and the dizzy
only
>   > > > swings
>   > > > > >about 15 degrees each direction so I'd almost be out of room
>   > for
>   > > > > >adjustment.
>   > > > > >
>   > > > > >Both of my books say to set it to TDC...
>   > > > > >
>   > > > > >Do you set to 0 or 13 when you put the dizzy in?
>   > > > > >
>   > > > > >
>   > > > > >
> 
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