Possible boosting, need guidance

powerband
Thanks for your input on this project as well as thanks to X

In response to post #38
As a daily driver the time operating with an intake manifold vacuum will far exceed the time under boost. (OK maybe not at first LOL)
I would want the timing to be at the full N/A mechanical advance plus vacuum advance when cruising at light throttle opening.

The non intercooled intake manifold temps will be at least 180 degrees F at 8 lbs of boost and I would expect the timing to be retarded 8 degrees. The mechanical advance would have to limited to a total timing at 28 degree BTDC.
The problem is you also have to retard the advance curve back to the emissions spec or more to prevent low rpm detonation.
IMO the combination of retarded advance curve and total timing is too much of a compromise for a DD street car.

I would rather keep the N/A timing at it's best and retard the timing as boost is applied.
I also like the backyard approach if possible.
 
Thank you powerband for that.

I have not yet read the pages from Garrett. I'm literally living by the seat of my pants this week and not settling down till midnight or later, then getting back up for school in the morning. I will post next when i read the pages.

I have a CRT Performance HEI distributor

So you definitely recommend the MSD box over the dual canister then?
 
StarDiero75":3ni7qcoc said:
So you definitely recommend the MSD box over the dual canister then?
The dual canister is an experiment for those that like to tinker.
I was looking the Cardone 30-2670 but not sure if it fits your engine. It looks like a DSll base with a dual vacuum canister.
You can look at one from a local parts store.

The combination that gives you everything without a laptop would be the DSll distributor, the MSD boost retard box (8762), MSD 6A ignition box with the MSD Blaster coil. If you remove the turbo or don't do one in the first place then just remove the MSD boost retard box.
The MSD boost retard has a dashboard mount dial that lets you make adjustments on the fly.
 
I like pmuller9's advice. If you take it, you'll always get a huge head start.

The placement of a turbo with great AR ratio of 0.63 ( the 132 hp Carb Turbo 2.3 for 79 to 82 had a better AR ratio than the 145, 175, 205 hp EFi 2.3 liters.) .....one of those turbos, on the cold side of the engine, fed with a header, with an upstream A360 Datsun/Nissan/Holden V6/V8 cool air supply....it'll trade off low end boost; but reduce cold air temperatures. The large diameter blower hat with secondary wire reinforced air cleaner has the right entry points to feed diffused air to the 2-bbl carb top with no choke horn.

Air fuel ratio, well its a ages old Schelber patent barrel valve, which flows from almost zero cc/min to 910 cc/min, infineltly variable.

No looking through the 40 to 87 call size Holley jet catalogue to get the same rates. Since each 2300 Holley 2-bbl since 1957 to date has two jets, thats 94 options you don't have to look for, and the stock range in peak horsepower is still up to 561 hp, the maximum two Holley 87 jets can make in pounds of fuel per hp.

123 cc/min or 40 thou nominal, 40 call size jet
129 cc/min or 41 thou nominal, 41 call size jet
136 cc/min or 42 thou nominal, 42 call size jet
142 cc/min or 43 thou nominal, 43 call size jet
149 cc/min or 44 thou nominal, 44 call size jet
157 cc/min or 45 thou nominal, 45 call size jet
164 cc/min or 45 thou nominal, 46 call size jet
171 cc/min or 47 thou nominal, 47 call size jet
178 cc/min or 48 thou nominal, 48 call size jet
185 cc/min or 48 thou nominal, 49 call size jet
192 cc/min or 49 thou nominal, 50 call size jet
198 cc/min or 50 thou nominal, 51 call size jet
205 cc/min or 52 thou nominal, 52 call size jet
212 cc/min or 52 thou nominal, 53 call size jet
221 cc/min or 53 thou nominal, 54 call size jet
230 cc/min or 54 thou nominal, 55 call size jet
239 cc/min or 55 thou nominal, 56 call size jet
248 cc/min or 56 thou nominal, 57 call size jet
257 cc/min or 57 thou nominal, 58 call size jet
267 cc/min or 58 thou nominal, 59 call size jet
285 cc/min or 60 thou nominal, 60 call size jet
298 cc/min or 60 thou nominal, 61 call size jet
311 cc/min or 61 thou nominal, 62 call size jet
325 cc/min or 62 thou nominal, 63 call size jet
341 cc/min or 64 thou nominal, 64 call size jet
357 cc/min or 65 thou nominal, 65 call size jet
374 cc/min or 66 thou nominal, 66 call size jet
392 cc/min or 68 thou nominal, 67 call size jet
411 cc/min or 69 thou nominal, 68 call size jet
429 cc/min or 70 thou nominal, 69 call size jet
448 cc/min or 73 thou nominal, 70 call size jet
470 cc/min or 76 thou nominal, 71 call size jet
492 cc/min or 79 thou nominal, 72 call size jet
517 cc/min or 79 thou nominal, 73 call size jet
542 cc/min or 81 thou nominal, 74 call size jet
566 cc/min or 82 thou nominal, 75 call size jet
587 cc/min or 84 thou nominal, 76 call size jet
615 cc/min or 86 thou nominal, 77 call size jet
645 cc/min or 89 thou nominal, 78 call size jet
677 cc/min or 91 thou nominal, 79 call size jet
703 cc/min or 93 thou nominal, 80 call size jet
731 cc/min or 93 thou nominal, 81 call size jet
765 cc/min or 93 thou nominal, 82 call size jet
795 cc/min or 94 thou nominal, 83 call size jet
824 cc/min or 99 thou nominal, 84 call size jet
858 cc/min or 100 thou nominal, 85 call size jet
890 cc/min or 101 thou nominal, 86 call size jet
923 cc/min or 103 thou nominal, 87 call size jet



What you loose in good quick short run to turbo and carb boost, you gain in proper air fuel ratios. Power valves are for copeing with rampant lean spots in engines that have divergent runner lengths...just a Power Valve Channel Restriction and power valve rating and boost referencing process, which is reactionary and always in lag. So are acclerator pumps and squirters...all middle age activites to keep the peasants playing.

A proper Fuel Control or Mixture Control Solenoid will perform permanant, absolute control at all times...the ĺean and rich cylinder average just needs a couple of narrow bands to swing the overall mixtures into the idle, cruise, power transitions. Two bungs at 12 inches down in N0 1 and N0 5 exhaust port on a good header exhaust will eliminate the need to mess with the PVCR and PV and accelerator pump, accelerator pump cam, float level, needle and seat, idle mixtures and accelerator pump clearances, no issues with air bleeds, fuel bleeds & emulsion bleeds.

"Why don't stop all this trying and try one of my whistles out..."

For lean cruising on a low compression, low boost engine with very tall gearing, you can use an old Ford LTD/Crown Vic trip master to log MPG, and if you want to, you can single synch the flywheel with a total advance readout, and adjust everything on the fly.
 
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