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I rechecked the ignition timing and found nothing wrong. I am holding off with installing a pertronix ignition system etc. until I have finished with the carbutetor.
Well after swaping carburetors from my other Sonett and compairing the setups of each I discovered most of what was wrong. OOPS! It seems that I was wrong and that there was indead a fuel starvation problem. Although the accelerator diaphram worked well while when I tested it when the carburetor was off of the car I later found that the small check ball and weight in the accelerator circuit was in fact prone to sticking. This caused a leaning of the fuel mixture when the throttle was suddenly opened from idle resulting in the pop! Fixing this problem fixed the hesitation problem but at high speed (4500+ RPM)in top gear the ignition seemed to be acting up almost like the points were floating.
Also, after reading an old NESC news letter I changed the way I had my vaccum lines plumbed. I had been using only one line and it was connected from the vacuum advance to the carburetor’s vacuum port. I had plugged the intermediate plate’s vacuum port and the the retard side of the vacuum advance unit. According to the article the vacuum lines from the Ported Vacuum Switch “PVS” should be attached as follows: #1 (outer nipple) to carburetor’s vacuum port, D (middle nipple) to vacuum advance port (nearest to distributor), and #2 (inner nipple at threaded end) to intermediate plate’s vacuum port (can be “T’d” into vacuum retard port, which is furthest away from the distributor). There was no mention of where the decal valve’s vacuum line is to be connected but I have removed this component and have blocked the retard side of the vacuum advance unit. The engine runs great now with out any hint of hesitation and there is no more problems at or above 4500 RPM.
Now I only need to sort out the cold engine starting setup and I think I will be done.
posted by 24.66.16...
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