quote:Originally posted by mike the snake:
Many Many years ago, I was into Corvairs.
The 65-69 Corsa models had 140hp engines with 4 carbs (yes, a flat, boxer 6, with 4 carbs) that were notoriously hard to synchronize.
Everyone had a version of the flow tool, to match the flow at idle, either with a little floating ball or a needle, but I was ALWAYS able to out tune, and get my carbs synched up more quickly and easily with a 2.5to 3 foot piece of garden hose.
Putting the hose at the throat of each carb, and listening at the other end, I could adjust them until they all sounded the same, and when I was done they were better than when tuned with the flow tools.
Not sure if this would, or could apply to my injection. Is there even an adjustment for the butterflies individually??
My first car was a 63 Monza Convertable 4 speed. It had interesting "issues". Did you know that the two piece flywheel would loosen the rivets that held it together at 100mph?
Did you know the car would go 100mph...with the top down?
Did you know that once this happened to the flywheel it would keep breaking the nose of the starters and that NO ONE KNEW WHY other than, "what do expect from such a big piece of GM...ah, ah, ah...let's call it do-do?
I was 19, and had to learn that all myself. I couldn't even find a shop that was willing to work on the car. Definitely was seen as a Leper.
Anyway, no internal sync's of one carb or throttle body are possible that I know of. What you do is put your little sync device on top of the two throats of the throttle bodies that are linked together by that spring loaded set screw, finger flange.
You sync both banks of TB together that way also.
When you are done, IF you want to be totally disillusioned, upset, traumatized...HOWEVER you want to phrase it, then JUST FOR THE HECK OF IT, put the UNISYNC on the end bodies BUT ONLY IF YOU ARE PREPARED to be really upset.
If they are in sync, I think at this point that would be PURELY COINCIDENTAL.
Certainly the Webers rarely are. Does that indicate a twisted throttle shaft? Possibly but more likely minute differences in the machining of the throttle plates, ets.
These engines become incredibly sensitive to very minute details like that in the induction system.
I would say that if on the end bores, the bead in the vacuum tube of the Unisync is within a 1/2" or so of the center bores, you are good to go.
If you insist on trying to make it closer, you may be chasing a phantom that can not be
fixed.
When I was going through my Weber "education" about 1980, BEFORE Inglese was in business, I had to learn about synchronization as well. Steep learning curve at that point. Especially by myself mostly.
I could never find a 911s guy that would talk to me about the 46IDA-3's. It was like, "excuse me, I am a Porsche person, and do not lower myself to speak to scum like you".
All I wanted to know was how the Unisyc read on the "triple" throat throttles. I still don't have the answer to that.
What I SUSPECT is that they are like the 48IDA's and are "un-synch-able" to that extent...even brand new, but I can't prove that?
Admission to that 46IDA-3 club is very limited and I suppose Groucho was right in a sense when he said, "I wouldn't want to be a member of any club that would let me in anyway". Huh.
It does make me wonder though if those Porsche guys are "Rolex" owners or actually knew anything about cars to begin with?