kevinmrowland
Forum Lifer
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- #21
Here is what I can contibute in the way of a diagram for the fuel cut system.
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beaufort-fj60 said:rosco,
of the three vac line setups shown above, which one is most similar to the pic you posted of your carb/cut off
beaufort-fj60 said:man there is alot of room in there, working on the back of that engine must be easy. ?
Short answer:kevinmrowland said:1985 FJ60
I have a NonUSA carb that has been serving me well. It does not have the air intake ports on the top of the carb for an HAC system.
The only Vacuum ports are down near the base (3) all with slightly different vacuum personalities.
Can this be done?
No, they can't be knocked out. The air horn could be drilled in 4 places and spotfaced and then press in 2 brass fittings.The NonUS carb does appear to have the circuits for the HAC air intake but the ports seem to be plugged?
Can these plugs be knocked out to insert ports?
The solenoid for 75-78 USA 2F carb will be the one wire type.As a side note, still NonUS carb related, the fuel cut solenoid may need replacement (consistent hesitation and about 1,600 RPM) The Non USA has only one wire on its solenoid (the US have 2 wires) does any one have a PN or source for this?
kevinmrowland said:Rosco, Can I buy your old carb? It has a vapor return port.
Thanks,
Kevin R.
kevinmrowland said:So now that I know that I can't install the HAC on my carb, what about this idea;
Could I establish a switched vacuum line to the outer advancer diaphragm on my distributor that I could flip on at higher altitude?
The carb would not get any more air but the timing would advance.
Would the advance be successful performance wise if the carb were not getting more air?
Where would the appropriate place to draw vacuum for this be?
Would the vacuum have to be greater than the "Advancer Port" vacuum, or would the two diaphragms work in conjunction to give more advance?
The Vacuum switch could even be variable to give varying degrees of advance for different altitudes.
What do you guys think? Am I off my rocker?
Kevin R.
Yes, if they have the same ports.kevinmrowland said:FJ40Jim,
US throttle body ports are;
Advancer
Fuel Cut
EGR R port
HAC slow port
Would your statement mean that nonUS carbs have all those same ports in the same locations except the "HAC slow port"?
Depends on the non-US market. Might be EGR, or purge or TP or....I ask because I have not been able to find a labeled diagram of NonUS ports.
What would the function of the "EGR R Port" be on a nonUS carb?
Ports 5, 13, 14 are the same for all markets. IOW, if port 14 is drilled, it has the same vac output.Would the "Fuel Cut Port" act the same way on both carbs?
The ICS gets ground signal from engine computer, based on input from vac switch and tach.If that is the case I will wire the two wire solenoid to a vacuum switch.
Yes.And is the "Advancer Port" in the same location?
Some markets require a vapor canister, some don't.Why doesn’t my NonUS carb have a vapor return line when other nonUS carbs do?
You're looney.So now that I know that I can't install the HAC on my carb, what about this idea;
Could I establish a switched vacuum line to the outer advancer diaphragm on my distributor that I could flip on at higher altitude? The carb would not get any more air but the timing would advance.
Would the advance be successful performance wise if the carb were not getting more air?
Where would the appropriate place to draw vacuum for this be?
Would the vacuum have to be greater than the "Advancer Port" vacuum, or would the two diaphragms work in conjunction to give more advance?
The Vacuum switch could even be variable to give varying degrees of advance for different altitudes.
What do you guys think? Am I off my rocker?