| Author |
Message |
Warren E. Smith (Magoo)
| | Posted on Saturday, February 24, 2001 - 11:51 pm: | |
Frank, Sorry I took so long to get back to you. I used Accel Coils 42000 volts output ea. Called factory rep. prior to installing. This 79 308 GTS only has 6000 miles on it and had the orig champion plugs in it. Since I posted the response about clearing up the miss with the coils and the NGK's I changed the plug gap to .040 the car idles better and has much better performance. Again plugs are burning reddish brown not black soot. Very pleased, Magoo |
Frank S.
| | Posted on Thursday, February 15, 2001 - 12:38 am: | |
MAGOO, What high-output coils did you install? What plug were you using before and how long did they last?
FrankScotto |
MAGOO
| | Posted on Monday, February 12, 2001 - 8:45 pm: | |
79 308 high speed miss SOLVED. I thank all you guys who made suggestions of things to look for trying to help me correct the miss in my 79 GTS. I installed a set of high output coils and gapped the NGKBPR6EVX plugs at .030. I couldn't believe the difference in performance of the car. Plugs now are a rusty red color instead of black soot. I can now start my car in the garage without tears running down my face. {Doors open of course). THANKS AGAIN. A great site. I'm glad I found it. UNCONFUSED MAGOO. |
Frank S.
| | Posted on Sunday, February 04, 2001 - 12:03 am: | |
CraigFL, each throat and butterfly controls its cylinder individually |
CraigFL
| | Posted on Saturday, February 03, 2001 - 5:03 pm: | |
Let me ask a question to help me understand this problem better....
On Ferraris with Weber carbs, is one barrel feeding one individual cylinder or is the manifold balanced between two or more cylinders? I can't tell for sure from any references I have. |
FrankScotto
| | Posted on Saturday, February 03, 2001 - 2:26 pm: | |
MAGOO, thanks for response on my seat restoration question. However don't forget your air corrector size, it controls fuel/air mixture at high rpm, and yoour miss could be insufficient atomization at high rpm. |
MAGOO
| | Posted on Friday, February 02, 2001 - 9:26 pm: | |
Thanks Peter, we'll do a alt. and battery check tomorrow. At least it's somewhere to go in this maze. Confused Magoo |
'75 308 GT4 (Peter)
| | Posted on Friday, February 02, 2001 - 6:36 pm: | |
Steve, from his description, he probably means the DIVERTER valve, if he's mentioning that it operates on vacuum. That vacuum pick-up would be on the Destra intake manifold downstream of the throttle. But again, why should it effect a missing problem? The story sounds familiar. When my voltage regulator was dying, I progressively could not rev the engine. One day it wouldn't go past 6000, the next day: 5000, the day after that: 4500. Until it finally gave up altogether stranding me close to home (thank God).
So "Anonymous" you may want to check your battery to see if its fully charged and charging while engine is running (12.6V at rest, about 14V while motor revs). If it isn't, take the alt. out. |
Steve Magnusson (91tr)
| | Posted on Friday, February 02, 2001 - 5:44 pm: | |
CM, I had a '78 US car for many years so I do know that air relief valve. It has nothing to do with the induction system and can't really affect the runability in any way (it "dumps" the air from the air pump above ~4400 RPM rather than injecting it into the cylinder head exhaust ports -- it's only function is to keep the exhaust system temperatures down at high RPM). |
Anonymous
| | Posted on Friday, February 02, 2001 - 5:34 pm: | |
THANKS AGAIN STEVE, Just to clear up the term Air relief valve. It is part of the emission system on 79 USA 308's. It is a vacuum operated valve that controls air from the AIR pump into the cylinders. It is mentioned and defined in the owners manual under emission controls. Oh well thanks for trying. Confused Magoo |
Steve Magnusson (91tr)
| | Posted on Friday, February 02, 2001 - 5:09 pm: | |
CONFUSEDMAGOO, I still don't know what you mean by "Air relief valve" -- the carbed 308s are fairly primitive and don't have any "active" components in the ignition or induction systems. I agree that it's strange that your problem isn't more constant so the theories get wilder -- maybe your fuel pump is marginal and after 10~15 mins it heats up enough such that it can't deliver enough fuel for 6000 RPM operation. Same thing for the distributors -- they themselves probably have a 10~15 minute thermal time constant too. |
Anonymous
| | Posted on Friday, February 02, 2001 - 1:38 pm: | |
P.S. I guess the term should be Air relief valve instead of EGR. |
Rob Lay (Rob328gts)
| | Posted on Friday, February 02, 2001 - 11:55 am: | |
Anonymous, it may help to keep your responses in the same thread. Meaning that you reply (Add a Message), instead of "creating a new topic." This way it keeps everything organized for just this one topic. |
Anonymous
| | Posted on Friday, February 02, 2001 - 11:46 am: | |
Thanks STEVE & FRANK for your input trying to solve my problem. I quess I didn't make myself clear in my description of the problem. The car is never run at 6000+ rpms when it is cold. After running the car say 10 or 15 minutes and the engine has just reached normal temp. it does not miss. After it is driven another 15 minutes the miss becomes noticable only at high rpms over 6000. The rotors are the rotors are the orig. narrow ones. This is a USA car that is why I mentioned the EGR valve which tend to stick or not seat properly. If it were the points or rotors, which have been checked, or carbs which have been overhauled, wouldn't it occur at all times. Thanks, CONFUSEDMAGOO |
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