It’s easy to go to cb performance and buy a new 009 so we kinda know the price. the vw mags sell imitation 009s but i have had issues with these Kung Fu specials.
1 what is the going rate for a used 050?
2 anybody here got one?
3 between the 2 choices, which has the preferred curve for a type 4
The 009 has about 15 degrees of advance and the 050 has more - but can't remember how much more. The old school of thought that the 050 was a better choice than the 009.
Some would say that a stock dist. is best for carbs with vaccume pod plugged. But between the 009 & 050, I'd go with the 050 and electronic ignition.
050 is supposed to be better than 009... it doesn't retard the 3rd cylinder, either...
stock is better than either, and mallory is better still.. depending on how much advance you need.
I went with a 205AA 1.8 dizzy, it has the most advance of any stock one, which is what I needed for my cam. it was the only option for me besides the mallory
The 009 doesn't have enough advance. My last car came with the 009 and I could never get it to run right. I got a hold of an 050, had it curved for my 2056 and it was a HUGE difference. The 050 is better than the 009 but to really make it right you need to get it curved.
I have an 050 that I pulled off of my 2056. I upgraded to mallory. PM me if you are interested. My 2056 is a Raby, so I'm assuming it's curved already
Mike
PS. It's points.
050 is the better choice between those two.
Even better is the Ljet distributor...
Rich
050/009 = 5.55555555
So, taking that into consideration the 050 is at least 5.5 times better than an 009.
Sincerely,
A. Einstein
Damn Molloy, you should know that by now!
I keep hearing that the L-jet is the best distributor with carbs
are there more than 1 Ljet?
I put my Ljet distributor (not sure which one) on and the car ran crappy
should both vacuum be plugged when running the Ljet distributor?
I tried 2 djets, and a 009, and this one Ljet I have.... the 009 was the best of the lot but still crappy.
sorry for the thread hijack but need advice
brant
there is more than 1 Ljet - 1 is similar to a djet dizzy, about 29 deg. of advance, the other was used part of '74 and has about 32
and if you aren't going to tap your carbs for vacuum, you have to plug the ports. vac. advance is nice to have, imo... I'm having my carbs drilled for advance. the vac. retard will still be plugged on a dizzy that has both.
remember to time it for total advance, too... the 009 will idle pretty decent, but it doesn't have enough total advance at 3200rpm...
The SVDA is a good alternate.
http://www.aircooled.net/new-bin/viewproductdetail.php?keyword2=IGD0001
the 050 dizzy is not allways best...especially when you dont have one.
good L-Jet dizz is becoming more difficult to find. seems like D Jet diz is more abundant
John at Aircoold.net is a really good guy, knows his VW stuff, and stands behind his parts. He's been racing VW's for quite a while.
He's the other vendor (besides Jake) that I would buy from.
Save an L-Jet dizzy for L-jet engines. Buy a carb dizzy from John.
Ken
I have not heard of using the SVDA for a type 4.
I can't agree more with buying from John tho... whenI didn't know what I needed, john will answer and help me figure out the order. good guy, top notch service.
isnt "aircooled.net" a Raby enterprise?
Does anybody happen to know the total advance of that SVDA?
I looked for that myself, but lost intrest before I found the answer... damn ADD
Call John and ask. Tell him that there are a lot of 914's with carbs and that we need a certain amount of advance. One of his options may work or maybe he needs to respring his dizzy for us.
At that price, a properly tuned 914 carb dizzy would be a real nice item that works better than the usual 050 or 009.
keep tabs on ebay, I got my mallory new on ebay last year for 200 bucks..
l jet is 32
thanks for teh link
One question I had about the vacuum
my carb manifolds have a small port for vacuum
but is this the correct amount of vacuum to activate the diaphram?
I guess its the same amount that the motor would produce anyways... but I wasn't sure
when I put my djet in and hooked up the vacuum ports.. it still ran crappy.
if you want vacuum advance the small split port in the bottom of the carb is not where you hook it up... that is the constant vacuum port...
you have to tap a small port slightly above the throttle close position, so that it activates the advance on throttle open. the port below the throttle would open the advance always. I think some webers even have the spot marked for you. but I cannot attest to this, as mine are quite old.
my Mechanic is doing this for my Ljet carb now. which is the only reason I know ANYTHING about this, because Wes is showing me how it's done as he goes. otherwise I'm dumb as a box of hammers
you want the advance to open as you open the throttle, if you set it on the constant vac. ports, you'll have it too advanced initially, and it won't run right until you get it up in the higher revs.
that must be why my car drove like crap with it hooked up
so on the actual throttle body?
do you have a picture?
brant
is the retard side of the diaphram supposed to be hooked up to the small constant port?
I don't think the retard side will be hooked up at all, it will be plugged on the vac. canister
I put the svda from aircooled on my son's 72 1600 sb and it works really a lot better than the 009 I put on it in 1986. It has about 30-32 degrees total at 3500 if I remember correctly set at 7.5-10 initial advance. When a motor is under load at high vaccum is when it needs advance. A centrifugal advance only works with rpm. It's nice to have both for a happier cooler running motor.
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