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Sat Jan 22, 2005 9:02 pm

I was able to take the Baja out for an offroad shakedown last weekend. I hit some basically quad trails that are nearby. My goals was to pretty much bounce the living shit out of the car and see what falls off after its year of rest and also see how the kads handled the impacts. Pretty good I have to report! My previous 34's always had some issues ofter bouncing around always needing a second to catch up and a few hard revs to burn off the sloshed fuel. With the extended vent tubes installed on the kads it was pretty smooth sailing, never stumbled on me at all. I do still need to work more on my fine tuning though as I have to use the 009 with my compu-fire DIS and It is producing a touch of "powerband" flat spot right about where I want to be on the throttle offroad (no wide open areas here-if you made it to second gear, your flying!). It does climb alot better now, I crawled up some hills that I had to really be in the throttle to get up before. but on the same note on-road in 4th it does not like to lug even a little erratic and a pop through a carb now and again. I still only have about 50 or so mile logged on the new motor so I'm still learinging the fine tuning, but its getting there!

Sun Jan 23, 2005 12:24 am

Mark,

I have been running the same setup as you described for the last year or so. When I was running the setup on my 1600DP I was able to get it dialed pretty tight. Basically gas on and never miss a beat with no hesitation or flat spots. But, I went to a 1915 recently and I am having the same tuning issues as you. I have gone through the main jet, idle jet, float level, fuel pressure and finally found my major issue to be in the accellerator pump adjustment. Tonight I got the car running fairly well, (in the shop). Only a road test will tell. Keep tinkering, and once you get it dialed come over to my house and help with mine....lol

SHMO

PS:A couple things to consider is the accellerator pump adjustment and the fuel pressure. What are you using for a fuel pump? Also, that mechanical advance dizzy is never going to be an ultra crisp runner. I am considering sending my carbs to AJ Simms to have them tapped for vaccum. I honestly think a vaccum advance would make a world of difference.

Sun Jan 23, 2005 8:07 am

SHMO wrote: Mark,

I have been running the same setup as you described for the last year or so. When I was running the setup on my 1600DP I was able to get it dialed pretty tight. Basically gas on and never miss a beat with no hesitation or flat spots. But, I went to a 1915 recently and I am having the same tuning issues as you. I have gone through the main jet, idle jet, float level, fuel pressure and finally found my major issue to be in the accellerator pump adjustment. Tonight I got the car running fairly well, (in the shop). Only a road test will tell. Keep tinkering, and once you get it dialed come over to my house and help with mine....lol

SHMO

PS:A couple things to consider is the accellerator pump adjustment and the fuel pressure. What are you using for a fuel pump? Also, that mechanical advance dizzy is never going to be an ultra crisp runner. I am considering sending my carbs to AJ Simms to have them tapped for vaccum. I honestly think a vaccum advance would make a world of difference.

Yea, I gotta get with AJ again and possibly rethink my jets. I did notice I buggered the plastic nut on the accel pump because I had to cut the rod shorter to clear the fanshroud at full throttle. SO I need to readjust them (and I think that is the carb that has a "pop" now and gain). I was going to use a carter rotary I have but it has larger fuel in/out than my fuel line so I used a purolator "noise maker". Its a 1-4 psi and I have a holley regulator. I've got it set around 1.5 but that using a crappy-ass autozone guage that I have no faith in. I'm kinda forced to use the mech advance:

You see in the pic I'm using the compu-fire which only works with the 009, plus my semi homade carb linkage (which still needs painted now that I know it works) would have to be re-routed as the swing would hit a conventional rotor cap :( I'm trying to get a buddy to come off a couple of 009's he has so I can at least compare to mine, just out of curiosity. I agree the SVDA is the way to go for alot of applications, I didn't experience any type of flat spots with the icts, I figued with the way the copu-fire works maybe it was the reason it was not an issue, I guess the kads are way more finicky though!

Sun Jan 23, 2005 1:54 pm

I would bet dollars to donuts your problem is in the accellerator pump adujstment.

What mains and pilots are you running, and whats the general breakdown on the rest of the motor?

SHMO

Mon Jan 24, 2005 7:49 pm

SHMO wrote: I would bet dollars to donuts your problem is in the accellerator pump adujstment.

What mains and pilots are you running, and whats the general breakdown on the rest of the motor?

SHMO

I fixed the loose nut on the accel pump yesterday and went over the tuning again. I got the accel pumps where they need to be, I feel I got them tuned about as good as its gonna get in this config. Its still about the same as it was :( I was getting funny spikes on the guage yesterday of that POS Spectre brand guage so I bought an Auto meter toady and found that it was reading around 3+ psi where the Spectre was reading in the 1.5 range. Lowering the pressure didn't seem to do a thing either. If you are in the range where before the dizzy fully advances, I get some light popping through the carbs (thats where I see a svda would be far better).

This will sound bad, I don't remeber what I have for jets! I went off af AJ's site when he listed jet sizes for certian motors (he took that off the site) When I ordered some parts, I aksed about them and thye said it was a good starting point for my motor at the time.
I'm gonna give him a call soon though and talk jets again and go from there. I still wanna try another 009 slave too as I think there is some erratic tendancies to my current unit.

run down:

1641
single port heads 35.5x32
engle 100
kads on old school steel intakes (I left the crossover tube off as my linkage is solid like what AJ sells)
009 with DIS-X

I set deck height at stock, I didn not CC the heads (I'm kicking myself for not doing that) but overal appearence leads me to belive that there was no altering of the stock chambers so I assume I'm at stock compression 7.5:1.

Tue Jan 25, 2005 12:37 pm

Mark,

Are you referring to that balance tube that connects the intake manifolds? I have never heard of eliminating that. I was under the impression that was a key ingredient to making these Kadrons work properly.

I need to drop the pilot jets a size or two on mine, and I am waiting for parts from AJ to do just that. After that I am hoping the carbs will be dialed pretty good. They are close now, with only a slight rich condition from idle to about 1/2 throttle. I have it setup that it runs a smooth transition through the entire throttle range, no flat spots or hesitating.

Keep us informed on your progess.

SHMO

Tue Jan 25, 2005 2:26 pm

I was looking on the Low bugget site the other day and he says that you can do away with the balance tube if your running a linkage like his (Scat) or the Berg. I guess because the stock linkage does not stay in sync too well with the expansion of the motor. Thats where the balance tube comes into play.

Sun Feb 13, 2005 6:28 am

Hey SHMO, I kinda figured out 90% of the light in-carb popping. That DIS system tells you to run at .050 on the plug gaps. With my last motor, it would hardly run at that. This one , other than the occasional pop, will run seemingly smooth at that. I wanted to check the color of the plugs after a few miles (about 200 of them) anyway so I pulled them, They look good as far as color goes. I thought I'd drop them back down to .040 just to see if there was any difference. Well, it pretty muched cleared up- the popping. Still gotta "dead" spot but easier to drive. I drove it up into Sarasota for a bug meeting last night (about 50 miles round trip) I ran great pulled 4th alot better at low speeds too (to high geared tranny in my ride :(). I even pulled a Mercedes sport ut. at a light, well through 2nd gear at least.

I don't know why my system won't pull the bigger gap. All I can think if is maybe I don't get enough voltage to the coilpack itself or something. I guess it really does not mater all that much though. Heck I'm temped to play a little more with the gapping, I'm just not sure if I am covering up a fuel problem by doing this or if in fact its the ignition system? But the plugs look just like if I was pull them out of of my newer FI ford with the DIS type system (perfectly clean burn pattern) so who knows!

Sun Feb 13, 2005 12:01 pm

Sounds like good news Mark. I am glad you're getting it tuned-in.

For me, I had my Kads dialed in fairly well, but I decided to throw some more timing at the motor. I was having no detonation problems so I bumped it up to 35 degrees total. I also adjusted my valves to zero lash to take advantage of all the available lift from the cam. It made a pretty noticeable difference in power, but now I cannot tune around the flat spot with the carbs no matter what I do.

On a good note, I am actually taking the car to Aj Sims on my way through to the San Felipe 250. I am having him install larger venturis in the carbs, drill for a vacuum line and install an electronic vacuum advance distributor. After talking with him I am very excited to see the difference in performance. He says it’s incredible, and claims drivability is greatly improved with the vacuum advance, no more flat spots and better throttle response. He also says that the larger venturis are almost a must on anything more than a stock DP motor, so there should be big gains in top end also. I will let you know how it works out.

SHMO

Mon Feb 14, 2005 10:10 am

better be careful shmo, you might find you won't be needing that eco motor anymore :)

Mon Feb 14, 2005 4:48 pm

#-o

SHMO

Tue Feb 15, 2005 8:56 pm

wait for glenn to acquire some more beautiful 010's:

http://www.glenn-ring.com/4sale/

your flat spot will be long gone!

Tue Feb 15, 2005 10:49 pm

is it true you can only use the compufire disix system on the 009?

Wed Feb 16, 2005 10:46 am

ft_irwin_73baja wrote: is it true you can only use the compufire disix system on the 009?

As far as I can tell. I really don't know why.

Wed Feb 16, 2005 11:36 am

mdetro4660@aol.com wrote: is it true you can only use the compufire disix system on the 009?

it seems to be....
http://www.compufire.com/pages/vw-products-main.html

but what other performance distributors are there for the type 1 engine?
the 010, but that has been out of production for so long that im sure they wouldnt make a kit for that. are these compufires interchangeable between 09's and 010's? that i dont know, but probably not. mr 010 would know the answer to that.
hopefully he'll find this thread.

Wed Feb 16, 2005 4:46 pm

Did you guys say something?

I was distracted by Stevie Fierce's icon

SHMO