attacking a monojet

[Barry Donovan]

damper final

The dimensions of damper are 58 mm circle (rear wheel bearing outer race was used as trace). that is a hair over 2.25 inches. this leaves 3/8ths ring of air at full closed.

according to the equations that go to area of circles..the damper subtracted from the 3 inch opening equals a 49 mm diameter hole while closed. That is 1.9 inches.
the trick is that the blade is 16 gauge, or less than 1/8th inch in width..so its not actually a 49mm hole feeding the whole engine to 3k rpm perfectly, there is another dimension, the thickness of blade. A thick blade would need less diameter so air can get by. It is tricky until trial and error, and AFR readings figures it out. The concept of venturi could also be aiding even more air, hence seeing a tiny space for air to get by..because it is speeding up to get by it. Natural aspiration lives on venturi.

complicated stuff..believe it or not. The AFR gauge has earned itself in more than 3 ways at this point.
the thing I had fun with is adjusting so blade is perpendicular to the 3 inch duct, and it is exactly centered while closed. Being stuff is old, stresses during runtime etc..it was worth the effort to set a corrective shape, regardless of its final outcome. That shaping would be more nature anyway...it earns all its got through nature.

So an answer that can help any old engine..go big duct, add shaping later. A small duct is not going to work, even if you math it. A character of air and the range of temps earth has got...just not possible to set a duct exact as needed. Japanese and the 80s was horrible like that. Tried exact and thought of no errors in storms/temps. Nothing but math, and not enough nature is a loser.

I could add a note about their airbox that holds the filter in the engine bay.. I have that drilled exra, a 2 inch hole on the back side, still gets more cold air than engine bay air.. I did that in 2006. Again the exact sizing error was insane. it has been quite a process. 16 full years..what I have done by eyeball and nature is quite amazing to see on that AFR gauge. "Feel" is an option to tune indeed. I was not even wrong.

The bangshifty surprise for this one..it does not run out at the other end. The engine will have to run out of power for reasons of stroke and displacement. fuel air can do no more..neither can exhaust system or ignition for that subject. Engine is maximized, all with a gentle rheostat for real world at the small end of things. Kinda like a vtec..for air only. It is a big big curve of deep breathe to little after all..


project complete. I was testing progressive vacuum..it is not working. not sure what is going on. when throttle needs to choke, it loses vacuum and the damper closes anyway. definitely helping no matter what source it is hooked up to. It got the oil pumping right away in cold start, found the oil filter was not tight enough as a result. I could smell antifreeze when I took a vacuum hose off the intake..might have a gasket not seated.
No more heat tape, going to make the damper do the work, like original.


the damper does not open all the way, and decided to try it being a 3/4 open. I did not notice anything hindered. I did give it a very large intake..3/4 is enough. This is not a full choke of course..photos in previous post show the throttle blade sitting inside a 3 inch diameter. a little more than a .25 inch lets air by it when fully closed. This is to damper only.

project complete.

It is not so much ashame to treat this like a motorcycle. It was reassuring to see that damper close after shutdown, preserve next start, keep the battle of maines diarhea out of the intake after shutdown. this engine is too small to put up with those things.

A satisfying thought is going with the antique rules by resembling oem function, by whatever means it takes. This avoids custom, but it is still custom.

anyway, this is really a conclusion. All is there in an oem way but over 100% larger. Familiar with the monojet, th eupper and lower flows...the real lesson this past year is a boxer underneath it. Hard earned to hear the runtime being where it is at. this car needs no shit from anybody.

Letting it sit for a few hours, I could not wait to get out there and see how long it would take just to move it back into its parking spot. Was quite a chore for sometime. The damper is in action. If it cannot catch a cough from a cold start..an explosive startup returns the downfall. I then feathered it much like an old school race car, it now accepts that routine many have heard over the years...the damper showing up on the AFR guage as a richer towards stoich condition, even as cold. The little sube is on its way..

parts spanning 6 decades, every continent that makes parts...as well as mentality in evolution.

[Barry Donovan]

the actual final

No pictures, just some numbers.
I attempted to get the progressive port going, it has some gummy looking very old gas typically seen in the very hot south. That stuff is actually miraculous for some gas tanks, old lines. anyway, the vacuum pump sucked a chunk out, I gave it some carb cleaner as there is a 2in hg reading in the 2k rpm and beyond..so it is not completely dead, close though. Being dampered the fuel will go way up to the other half of the progressive little holes anyway at the top of carb, should clean out on its own. the super sucker has calmed alot.

vacuum is 18 inches, down from 22.

the math has it at 107.1 hp. This is minus the exponential gains of real timing and ignition, all metal cooling system. cubic inches is 108. 1hp per cube was many many years in auto history.. I do not forget that realm. the sound of those engineering years maximized is priceless, always will be.

First guesses are normally correct..the last gurus I talked to of the little ea82 said it would be 110-115 on the spfi intake allowed some fuel. that was some years ago.

Not giving in entirely to the cadillac of electronics daydreams.. I moved the vacuum for the damper over to base of carb. It starts to shut before I even get an audible cough or feel of one. It is catching it in realtime. I put my vacuum solenoid and micro switch back in my bin. This one is all natural.

this dual belted engine was never easy..placing it into proper vacuum range with proper air fuel size has its drawbacks...but not enough to stop a builder.

if I make a vid worth something, I'll post..

its been real, real right now..and might be real for another 35-50 years.

some info on the last prognosis..

upon taking the spare engine and checking torques last May, after five years outside...

I noticed it had some felpros. Strangely clean in the base for having a headgasket job. The spfi engines were cleaner anyway.
With the damper installed, new parts it has to cough..but I am finding while the afr gauge is showing the carb is standing its ground due to the damper, the thoughts on pcv actually functioning cleanly is a result as well. ..also aiding to add to the cough. In that result I am smelling the past from the base of the engine. It did lose a headgasket indeed. This one is headed for a save for sure. The lightest gas vapors are the most intense cleaners...the damper forces the pcv to get some, inlet and outlet..whichever way the boxer has to go. When all that settles down into its own environment, wow. it is a win. Much more than sound.

The reason for blowing the first engine, as destroyed as it was before blowing it (sintered block) is now evident on the AFR. The damper removed only leaves the monojet self starved after just one minute at full warm idle..like losing a primer. Damper was truly a brilliant idea. the problem is not only much less, it can take idle spells once and awhile with no error, and if there is, a cough shuts the damper quickly, and forces a rich gain..which is not too rich, it is always just right. The base cleaning up and the new parts..that is the only thing left to wait for. A run down the highway, I had this at 10.9 steady..excellent. Retarded timing and rich, the pcv was in heaven...could be the first time in the engines history, I know subarus original fuel...extremely runted. A real sign for the little boxer..the exhaust gets quiet at the head if it is rich enough. New sounds for me this evening, it has been years since I heard a rich ea82. This will have to have spells like that for some weeks ahead. May is a nice turning point..will drop the oil at that time too.

I learned about seasoning plenums from a long time ago, its a carbon layer invisible to us, but welcome for the carburator to shoot its world into gaining emulsification. places like maine and the north, it gets so cold and dense, those areas can go right back to right off the store shelf they came from...it has to be hindered at least some part of its throttles journey, all the way to air filter.

Those setups are the best, plneum on the firewall or fender away from the carb via a duct, but do need their own manual for DIY folks. I hope I helped in that respect. The easiest way of course is a big american engine bay and the 10 dollar air cleaner one slaps on four barrel setups..no concern for piping or any of that stuff. It has not been like that for us carb people of the north in decades.

So, warm weather, await for a calm runtime, and gain 2 to 3 degrees on the advance. it won't be long now. Cleaning up in the cold march ground beneath it is not easy, the fact it is doing it tells me how strong this setup really is. Come May and onward, this will be a nice machine.

This is the finale.


I suppose a brighter picture. A few details cleaning appearance up is about all...and went back to a wing nut that came with the stud kit..strange importance how that happens. Anything but the original wing nut makes a strange angle.

It was fun dialing that actuator movement in. the egr valve for these cars is expensive, it has to take very high temps. Could last many years to come being in its cold spot, even after 20 gone by. This is mounted on the air plenum, not the engine. Any future actuator needed can fit in the same spot...under the spoon. The heatsink you see in photo is actually its old spot.In a different world today, less than a foot away...

That saying, born with a silver spoon in its mouth... I just can't stop thinking.

I did get the vacuum solenoid switch in, that came from this model subaru, much newer. Upon closing the damper electrically and driving around...beautiful runtime. the damper must be 80% at least closing on the 3 inch duct. The engine is either that small or the carb is that big. Either way, it is a sweet function around the city. Drove around like it used to, as if with the little carb. At 3k rpm it needs to be opening..and will think of something rpm switch related.

power on to keep it closed until 3k. it seems 3k and under would be most of the driving..so may find a way to reverse that, where no power is valve closed, adding power opens it. Today got it installed and mounted anyway, looks like it belongs. I was very close to lean popping this engine yet again...the switch saved it.

this will get a vid soon. It has some gadgetry that was not around at the time of this carbs existence...nice to finalize it today. it was already smart back then...

[Barry Donovan]

final cont (cont)

a shot of the vacuum solenoid. this monojet has a progressive vacuum port built in..but I can only assume the volume of my engine is not enough to keep it happy. the 250ci used to bung it up all the time as well. this solenoid is simply a replacement for that. 3k rpm open is the same as the monojets progresive port. Very reliable, and I have more than one of them. The one in photo is the 5v function, but 12 does not hurt it. I reduced volts anyway to keep longevity in mind. This version to replace is stupid expensive..alternatives will be the next purchase to get the same job done, much cheaper.


Vacuum solenoid is mounted to a tower on the intake securely. Now it is power on to open damper (right side in photo). The little solenoid is a Big helper for the big carb on the little engine. I just need to switch it at 3k rpm. For now, it gets a manual ground by me in the cabin to open damper.

A lot more driving at 3k rpm and under than 3k rpm and over..so power is off to keep damper closed. Quick switch of some vacuum lines at the solenoid reversed it. To let the damper deflate, there is a purge cap on the solenoid, which is also a filter..it is always in only, and that was nice of them to put a cap on by oem.

actual final final.

I also gave this a pinhole vacuum reducer found in one of my spare lines. The damper opens in slow motion, about a second. this treats the damper good, acts as an antisurge when throttling engine to beyond 3k, but more importantly the solenoid valve is not fighting 18 to 22 inches of hg trying to open, it has a much easier time with reducer..of course it is installed before the valve to be effective. I have found several options to automate. The rpm switch has my fancy as of now, I am inquiring to see if it knows square wave signal...not that it matters, I can get one going no matter the version.

how to make a 1 barrel a 3 barrel I guess. Very worth it. I believe in a singular source and self balance anyway....in anything I do. Very nice finale for this one..it all ties in analogous and literal.

the end..only another beginning

The ride to verify this stuff, it needed some 55mph, some hills curves and bumps. following the AFR gauge, it is reading pleasantly now, I now know it is indeed exactly correct in measuring. Some miles down the road, an aurora left the cabin,the air is greatness... even the tires feel soft. The pack of gentle buzzing bees from the exhaust, even way down to 2k rpm lugging a taller gear, its called stoichly correct. The one barrel is like silk if smart with your foot...nothing like it. Nothing like the 3 main boxer, nor a ten geared AWD so low to the ground without a cockeyed strain to be found...

I could cry a little. Don't tell anyone if I did.

In hardly a wildest dream. I am certain to know what makes a car sell for 4 million dollars...

back to a working reality, idling too long verifies steering track needs to be replaced, and the water pump. Normal stuff, time and years. it will be a pleasure now to think of these normal things, no feeling of abysmal.

once again, better than ever...it is in cross country mode. It is my only car model in my own history that sustained 25 hours all at once. 1356 miles, 13 states. one hour rest..

the only one in 25 years...had the same engine model in this thread.
no concepts of heatsoak and babbles. Self balanced self healing little gems..the 3 main boxers.

All of them.

my will to talk of this air fuel adventure, it applies to all carb engines. the ducting, the whole thing. I apply it to everything...it is not easy this one. Been fun to conquer. The realm it is in has about 15 to 20 years of american autos, but the easier ones with no egr and gadgets, that spans many many years..since the beginning in fact. I chose to talk of a one barrel for this reason as well. The first of something, still going strong..100 years old or more.

barrels got shallower and more of them. it is easy for anyone to slap it all together..but there is a reward if you go deeper, and it is special.



********

[Barry Donovan]

ok this is it, for real, the end.

some last notes on safety. I am not a fan of asian tin cans..this is all for a boxer and tranny that I could only guess came from a generous german. I welded to the point of accusations of insanity.

I recently popped another master cylinder, currently riding half a primary and secondary ..this means a sideways pop, not a front back one. the whole bore is stretched. Weight limit outdone..in this case, I am bragging, power outdid it. Digging back 7 years I found 1990-94 legacy with a 15/16th bore fits, but simply need a hole blocked off..I actually have a 15/16th bore now, and it is failed. I went one step further and found the subaru svx hefty monster at 1 and 1/16th..a 4000 pound subaru with big wheels. Yep that is not just an svx anymore. ..which also fit the legacy, which also needed one hole plugged off...which also fits the loyale which also fits the GL. Tricky bunch are they not. Gm did the same things.. I won't focus. The oem bore is a scrawny 13/16ths with bent brake lines in the back by factory to reduce flow. Just gaining four brakes kills the little runt.

This car and brakes, it got very serious after the first rompings of 280cfm. Very serious.
the master cylinder fail is twice in 30k miles...outright stretch the bore the long way flunk. As if to be 3000 pounds over their half witted half numbered games.

a quarter more on the bore. There was a joke about "a quarter more" when I was a boy..when the 425 caterpillar came out. those drivers took off on making more money because the rig hung onto the speed limit longer..destinations reached quicker. In this case, the quarter more keeps the pedal from the floor.

This also verifies this car shipped with an uneven keel mentality..avoid stoich, avoid full power, avoid full air, avoid real wheel size, kink the rear brake lines...silly struts springs and height. they did it all on purpose to hide small parts. The rest of the brake system is not allowed today as a 1987 "new old stock"..it is all big after 2001 (international lawsuit). This sube only just got the big parts in 2007-09. I look forward to getting all this together, as everything surrounding the master cylinder is big as it gets already.

another odd note..subaru water pumps, terrifying. The one I removed today did not even have a part number, and the last blade to make a tough pump was hand grinded off.

the private label water pump.. I remember buying that for the A 1 cordone stamp and a ph casting prefix…also stamped where everyone can see it. I even baked a paint job on that one. Nice casting. Some little extras to add strength..all new casting. Not a subaru oem by no means. That means new in two ways, with a private impeller. As good as it gets or the little ea82.
I sanded it down seeing the tolerance of impeller to block could be tighter, this increases water flow. I took advantage of the new casting. the felpro gasket is also a brand name that pays attention to thickness of what needs to be. Fel pro at the water pump was real thin. nice gasket. Locking in the crank pulley is a cinch today, I have the custom keyway installed. Reducing foot pound by at least half on the poor midget basturd..50 to 60 is plenty today, and gauranteed a concentric easy going life. It even leaves the engine bearings alone.

here is a blog post from today.. I have a water pump swap down to 2 something hours. if you are familiar, that is damn good. I added a plug for fan and thermal switch (waterproof) that simply works to take radiator out..that one choere was strangely an hour for me once. incorrect plug by subaru. The biggets time saver is not enforcing 140 foot pounds on that tiny crank pulley, I made a custom lock with a keyway...cut foot pounds by at least half. anwyay The water pump and boxer, also a AFR gauge changer, big drama, sidewyas pistons surrounded by new coolant flow. I also applied the same tactics one does for gm cars..the impeller distance from the block.

********

with that off subject note said.. I hope I helped with this crazy engine. It is alot of fun to modify the air fuel..especially when the goal is stoich proper.

A last physic to conquer brought me back to a 301. some might guess how a 301 pontiac could relate to a self balanced boxer..but anyway.

Closer to the block makes a smooth distributor for this one. Exhaust calms down for several reasons more related to the water pump. Precise stuff. I spoke of grounding problems for several years..even got hit by lightning. The problem..believe it or not..could have been a water pump too far from the block. A real gem to drive as of now. there is no concerns for heat rise..the afr gauge stays in smooth realms for longer periods, and 14.7 is actually like a video game to achieve. The very long throw of the throttle on a monojet has a lot of resolution to play with, at the helm of a human foot and the gauge. A one of a kind, and a true classic to finally get this together. Filling this void has been torture, emotional, happy sad and dangerous and fun.
A rather childish teenage thing to catch onto is someone turning on a sidewalk to see where the noise is coming from..and it is not about loud.. It is simply differenced from mainstream. I’ll call it the curiosity feeding my pride.

[Barry Donovan]

the real ending part 2. the finale

the monojet project, complete...and it is fun as of right now. A place it has never been, although this has never been in any place anybody has ever placed it anyway. if that made sense, you know what I fight with.

The past year revived my same mistake twice with the monojet, 20 years apart. All else is the reason my integrity became an aircraft mechanic. The monojet, and plenum above it, is integrated as each other..it is not a fancy gimmick to slap one on this carb. The top hat is mission critical. My biggest mistake. All else dialed in the way my eyes and ears do so...damn close to making an AFR gauge very happy. the damper was the other lesson..mostly for staying nice to surroundings in the city. The other reason I wrote for a year, the metallurgy of several places coming together. I am a welder. That subject gets fierce in Maine. This carb is very very deep.

Injected or carbed. I have found a monster...and it is all natural. I have learned, there is a limitation..and science will no doubt conquer it someday. The missing measurement..it might be density. This place gets so cold, water can be found as gelatin (I just went to the hospital for that). Ever filled a coffee maker to have 3 extra cups come out to expanding water? that is how dense is the density I am referring to. winter time only, in fact this time of year until May.

The funny origin to this mission..a short onramp less than 1 mile from my place. I worked it abusively all the way to 60mph in less than 7 seconds...near 100 in the quarter as oem. Monojet mathed up right, and I built it. The depth of the monojet is the genius I never forgot. The stoich can stay a rock at 14.7 with just a tiny movement of my foot, all temperatures..hills, level. Going downhill is..you might guess..off the throttle.

I have had fun on the net as well..not much, but some. As you tube is a negative bunch most often, I tricked with a video asking to guess this little subes zero to 60. Replies from 12 to 15. what I did not tell them, it was a third mile they were looking at. Hilarious. There is a long running interpretation of this subaru, exact model and engine...real shame. The facts to be bigger are there...and not even to sound like a race car to get it done.

AFR guage
mtx-l innovate
if it were not for this gauge..the engine would have popped again.

With the big carb, the boxer finds a realm which I deciphered, in fourth and fifth gear, 2500 to 3k rpm..extreme lean or extreme rich. A very freak oddity. Terrain and speed of acceleration determines opening of damper, I keep it a manual switch on shift knob because it is not just AFR as the judge. Resonant frequency oddity?
There is still a chance to automate the damper..using afr and gauge output only. I am not all that confident yet. Gotta trust those electrons sometime..

The gauge also taught me just how large the plenum needed to be..the carb operates upside down in a way, and also, the same area needs to grab positive crankcase ventilation. All a guessing game, until that guage came to life, and I drove around.

IGNITION
accel 300+

it is retarded by at least 5 degrees, almost looks like the disty is a tooth off at how far I had to move it into the retarded side. Those cylinders are no slouch in the compression category. The original setup had two 12v positive into the disty..it did get hit by lightning due to the design (I recorded a hit).

EXHAUST custom stainless
The exhaust was more than 100% too small, it even sent beamers into eyeballs after long highway (my brothers foot got attacked by the catalyst as a passenger). That pressure is very dangerous. I doubled exhaust and equaled it..
Today with the fixes.. this buggy can do a H dual exhaust, and stay real (a real AFR).
cooling/water pump (not oem)

the resolution of the water pump is doing wonders...
A1 cardone select with a "PH" stamp on a new stronger modified casting..private impeller by a private label. The private label? A fancy colorful box with asian writing on it.

Radiator is indeed the rare "heavy duty" one for the ea82 only. no hack job retrofit.. all copper brass.

the combo together has a giant role...it is not just pumping water. That fan is quite busy with the invisible dispersal into radiator...in fact, it is the most drama I can ever remember on that subject. The boxer does not know earth ground. It needs to be guided. The impedance load having a place to go is like a clutch kicking in. This boxer is that dramatic.


engine/overall design
spec stage 1 clutch
15 inch rally wheels
the boxer is lateral, never content with fuel, even boosted. This one ea82 has the biggest cams they made for them, the last generation..the block as well. They left it a centered runtime, egr has no use..and even bordering a vtec like functon in the lifters. they literally deflate some at slow speeds. Very smart boxer. It became my candidate for the real 280cfm.

the monojet at 6 inches to travel from top to bottom is as controlled as a carb barrel can get...could not wait to try it on this see saw called a boxer. It is not even small in cfm. In fact it is exactly correct for the 1781cc maximum.

Putting the downdraft to the lateral, getting it all correct... It was not easy, but I did get it done. The AFR gauge is truly the genius of this. Going bigger would be more race engine than calm driver (unless direct/port injected). I finish this off with a start and stall in the cold..don't feed the pig something it don't want.(the choke pull dials that option in).

A real bizarre part of winning this..it wants no heat rise at all ever. The damper does the work. AFR reading is the corrective answer...adjust main jet accordingly. Win. So, my theory on EGR was not only correct, it is in fact an exact opposite to this engines own standard runtime.


The oem valves are so big, a spark plug sleeve needs a shaving to allow the valve to keep working. Another retarded backwards interpretation to be found on the net: "the ea82 has poor flows". It is runted by the factory for being the opposite. To drive this gets the wah wah noises of a porsche gt3 leaving the pits..

It needs some skill to drive...easier with the damper of course.

It is a proportion of torture to shrink it the way they did way back when. Uncalled for and dangerous. The fuel air combo was too small by 75%. why? don't ask me, I just fix things. I can only guess, like alot of little four bangers back then..they dialed one cylinder into a narrowband research, then multiplied ..without changing the fuel air to bigger as needed.

The offenhauser cap, a ufo curvy looking science..that is not just art. The damper setup precisely way back, and large..it stays closed all the way into 3500 rpm...or more. Very large setup indeed...all while simply being normal. The gauge did that for me. Call it small to keep the heathens away. I was fooled for 16 years...but never shrinking it into the "normal" direction they called normal.

I have concluded , the damper cannot be automated. Too many variables to when it should open. I found when I wanted it to open, my hand is always on the shifter. Today, seasoning in the plenum (that would be everything up to the damper), I can get a 9.9 reading. The sooner that runs rich, the more the engine is accepting a flow..this means damper can open sooner, until the sterile or pig, or whatever it is doing in there gets what it wants..and that changes everyday. AFR is not the only factor, hence I go manual switch.

A Maine year is a long dynamical one. Putting two and two together was not so difficult with the gauge.

The boxer math really does exist...just rid of the midget, and you'll see just how big that really is. Hint: Still thumping along "like a subaru" is not the win. No offense, but I have even been offended even by market heads...

The blown engine, that is in this thread. I don't feel bad for their bad casting at all. The 1991 engine block I have now..there is no known demise.

***

I walked away from market based subaru places. Bangshift is quite dynamical.

A place for amazing machines and facts, ugly as sin, and individual. Looking back at my 90% american v8 past (I even owned and drove a 301 pontiac)... this boxer has more than one story to tell. If to have a mind for this in any machinery, to be a alert to an air fuel error... amazing things do emerge..sometimes changing history as we know it. Its only job is to burn air and fuel timed correctly. so simple...right?

As unique as I feel this became, right down to a switch on the shifter..just to move air through a carb.. I ponder the past, someone has been there. Maybe a porsche a corvair, beetle or vanagon.

Porsche. That is where the jokes stopped with this little ea82. When I described the air problem, it seems porsche made a superhero of the same math with 2 more cylinders. This 1.8L boxer is proportionate to a 2.7L flat six..they can even share the same air fuel. My problem was real. Inspired by that very liter size in porsche history to make this project happen. It still holds the all time record at nurburgring now 30 years later. I still have an itch to know just how wronged an ea82 subaru was...
I'll stay at 50%..this is an antique wagon to buzz around in. 125% percent bigger from idle on up..and then the exponential gain with momentum and venturi and ignition proper and oh my.

A last message about who I am a bit more. Assumptions suck like an ea82 with a straw for a carb. I learned the hard way..nothing less than 1.8L is worth trying on the big road. This car and engine is the smallest I have ever taken on to stay real with. My other joy is a 550 cat shreaking to 50psi twin turbos. Have fun. Stay real.





My mission is complete. With that said, it is peace, this project..and it is done.

[Barry Donovan]

one of the last two vids.
barely on the throttle, plenty to play with..the thought of a whole other realm bordering a formula 1 scream gives me goose pimples to think about.

one snow storm and four low reminds me why this is worth a million dollars in my own mind. A real locker. No donuts, a whole lotta grip, and engine braking on steep hills....

I joke: I turned a monojet into a 3 barrel.

I hooked up damper and secondary vac advance in the same line, let the switch get both. No progressive port to ride anymore. At 125% bigger even in the idle circuit, the 14.7 is just right to gain a whole throttle. The other number correct by subaru, was the 280cfm max. Glad there was no guessing game there. That is what is allowing this to come together.

I found it crept the secondary advance to a permanent open with the 2 inch hg function it hung onto. I did not notice as I am not beyond half throttle for months at a time...it is still quick without maximizing. That means error control is..in control. So, I gained some timing, with switch in the off position. Turning on at idle I gained 300rpm, timing advance and damper open. That is an exponential mystery at the other end of throttle. If it stopped at 7k rpm with damper closed advanced locked open, it is now a higher number with damper open and some degrees of timing to climb.

Not understanding this previous paragraph is ok, that is how a slob becomes the worlds fuel air standard. "I don't understand, I am just the retard in charge." Come on, lets all say that together.

Today the tricky measurement I could not put into an equation revealed itself climbing a hill. I tried damper open and it went rich instead of lean..another day will be the opposite. the density mystery. March madness. Gains no power during this weird time...damper open has the air density of cold snow in march, but no power to really show for it. Time to pinch the dollars in fuel indeed.

In a big way, that one move going manual prevents a fuel dump..as o2 would ride a sensor thinking it has more air in a lean condition, it dumps more fuel. This engine is not allowed to, forces the runted stoich with damper closed...unless I change my mind. And that is how I outsmarted fuel injection... by accident. I have rambled about "the size of stoich". 14.7AFR a million different 500 rpms. All different sized. that is the big lesson from this one. Today, I have it in action..and it is the truth. No gain, why dump fuel. This mystery has been in all my cars and a few trucks, even my dad complains in his 50psi 550 cat powered rig..there is indeed a number missing. Most of the winter. o2 is reading...? the leaves aren't giving it. The other oddity of the same weirdness is when tropical heavy decides to drop like a bomb here 50 degrees colder than its origin. A big number is missing. Get the overall cfm correct and go from there. That is working for me so far. The damper concept and possibly automation got my imagination in the the late 80s...Maine of course. I have the time today, and it is the same mission.

Damper not being a choker, one has to pay attention to see/feel its little miracle during and up to half throttle. still climbs quick damper closed. Big little engine. The big surprise I am certain will be the other end, which I have not gotten to yet..top rpm 5th gear. plenty of everything right now, it has to run into the brick wall called wind to meet its final power.

also, (this was getting to be important) the stoich meeting its real numbers is indeed calming the header day by day. Very nice sounding boxer. Not like a subaru at all. This was part of the injected version I loved. it even acts as a safety for sensitive equipment, not just a smooth draft: the real carbon on the inside of pipes.

one more vid in a couple of weeks, I'll show everything I typed out.Awaiting some switches..and still digging at automation, maybe with an over ride. Either way, the switch version, I'll have that on the video next.

when the video is made, it will replace this ones spot, after I make it.

if these are good enough for nasa, they are good enough for an old sube.
the 50 to 1
L12-I has my target as of now.

[Barry Donovan]

one more chore. Damper size. I found it could be bigger, take up more space..now this gets precise. Feels good right now. 58mm is now a 64. instead of a 1.9 inch opening when damper closed..it is now a 41mm (1.625 inches and that equals venturi).


changed damper size..as things go along it seems I am needing to damper the same size as the venturi..just over 1.5 inches, or close to it. This helped. I also remembered that in a vacuum environment heavies fall..the point of this is to atomize or shred the environment..so I left a notch on the bottom, let the heavies get more air. This is a nice fit..and noticable to drive. Near full throttle seems to be the only need fo damper open at this time… by spring that time changes.

this piece is also from my chinese welder, has ribs in it. the fit is much tighter than photo is letting on. About a .25 inch all the way around, except for notch at the bottom. This May, the anniversary of blowing the first engine in its parking spot, feels safer already to think about.

I am still gaining an equation to open damper...it just might ride o2 sensor and a thermal switch, and a manual over ride...

drivable as normal right now...with ingredients to climb into oxygen rich spring and hot summer. A true finale as is.

Taking this in the house is easy..pop the air cleaner off the air filter, and one clamp. I used to not like the chore. The smell of gas is now in the rubber duct, pretentious version, and I dared not lay a finger in it. It is spotless. This also told me subarus original designs are spitters.Nasty little pigs. This design is not. I am already getting a hint of a decent bellow sound I know go with rochesters running good. Rich spring air, and that switch.. I'll pretend to have a 90hp super car.

Another odd note I gained from a you tube user. 16 and even 17 AFR cruising is correct. the fuel air burn keeps burning to leaner if o2 sensor is where mine is located..it sounds good to go along with that. That also dictated an exact damper. So timing and fuel is indeed a hovering exact science. Now, any one ingredient altered, has all the other solid states in place to recover...like an empty variable in an equation written, it can be found. Tedious chore..ground up air fuel.

the biggest win for this is not the 125% bigger through the whole realm at a minimum. That is just at the 13 something second quarters and quick short onramps with an american standard. Today, be it the ricer plague still lingering, there are some who think thats incredibly fast. Must be the small chassis and tiny hood, the side of the road goes by quicker in a tiny chassis. My feel good was watching the gauge stay a rock at 14.7 in the 70s mph. ..and I can do that at any loaded speed. I can do whatever I want now. I have verified on my own, the ea82 has not once been there its entire life. I ponder their goal being a 20 to 1 at the location of the o2 sensor right now. Many years of lean..runted, unclean and in fact dangerous.

Ready to drive.

today was above 40 and now below freezing, verifying both cold and warm in one day on the new damper sizing. outside temp has not much to do with it in those temp ranges as tested..but come 60 and beyond I could guess full open. An interesting thing. My most powered version of this had a 34mm throttle, tiny hole for the maf to get through.

it is really weird to have this giant air fuel in tune. 43mm at throttle and a venturi one might find on a 500 big block (over 1.25 inches at its narrowest point). Row through 5 gears up a hill gaining a highway speed, then 2500 at 60mph with no rumbles grumbles or popping fits of pansy. The other end just might be a record...That sound digging in says alot. I was climbing a hill in a low rpm, highway at speed, somewhere near 60..awaiting the rich condition with damper closed..around 12AFR, 2200rpm, I opened it, and the front end came up without changing rpms...and leaned by 1 point back to 13. .. like a boats hull in the water. Fun with air fuel. It is not all screaming at all times.

it is incredible for being so small. 8k rpm at stoich is going to be an eye opener...

the last little jump left is race clutch oriented. I got the lesson on staged clutches some time ago. One of the factors in their build is to take no electric/static power from the engine, so every shfting point is an electrical kick..avoiding power thief. that is easy enough to get over..second gear seems to be the most drama on that subject. Needs some skills...

This lesson built and going, rally engine sized realm.. it has taught me alot more talk out their butt than actually have something. it is not easy going.

an automatic v8 still sails right on by to add to the frustration...the rally stuff is not for the faint of heart.

[Barry Donovan]

pause for a rant

Up and running, carbs and I span 25 years. I was pondering automation for something, and I changed my mind. Alot of internet research brought me back to being a young teen with an rc car...and I am still just as bewildered today.

I attempted 1 fuel injected of the modern kind, blew the engine coasting down a hill, in march (my favorite month ) and knew that missing number in electronic games was missing. The car? it was an automatic with no engine braking.

Not just electronics, it is in every internal combustion.

on the carbs, progressive vacuum can make an einstein...except progressive is right in the core of something attempting atomization. its like a greedy software writer demanding the float point and ignoring the operating system to get to it.


I then went to servos and actuators..where you feed it it a dirty analog so someone can fantasize pwm working properly in a conversion.

WTF?

I found time and distance is the patience that wins...


I opted to stay manual on the giant carb with a damper set way back...that needed a split realm of low throttle and torqued throttle which is similar to high throttle (which could also be low throttle). See? I bet I confused half the auto industry with one sentence.


I hear a clock ticking... maybe its in my blood. No PWM there either.

anyway, rant over. my project is coming to a close.. what I want to say gains a thread no one can take down.

the following post will be back to peaceful rambling, my normal self...and a B rated you tube glamorous movie summing up the whole thing.
I do like interrupts..for ignition.

even computers, I stay cautious.At 50k hours on my home built..still doubtful about some things. This phobia is getting better. just needs time and distance.

I did go for an AFR with a digital reading. that will keep me from blowing another engine at a peculiar time...in its own parking spot is a real shame. The oddity with this one engine design, a self balanced boxer goes with earth, not a jackhammer.It uses a tenth of air for the same job when you would think it needed a whole lot more like other engines....now add fuel to that. Could not determine flood from lean. Avoiding the damper idea I have had for twenty years...that was a mistake. We all make them. As crazy as listening to the internet.

of course..an engine meeting its max cfm is usually rocking its chassis to an all out race mode. No one attempts big and small all at once...at least, that is the way it used to be.Although I have been in awe in the past. The boxer is the most amazing by far. Funny enough the very car I thought was crazy ..that rally audi 5 cylinder way back in the 80s. they had that come down to a slow realm idling and shreak off mountain sides in a sound unknown to man. There is engine building heros beyond manic.. whether we like it or not. The facts are there to prove it.

[Barry Donovan]

damper final part2. the finale

its only been a year..it takes a long time even on a normal engine to slap on that custom casting and fuel and air. I found the boxer is more freakish than I thought...in every good way. Part of the small is big..must be that counter balance thing. it confused me..and I have been driving one for 16 years. the same model engine.

Anyway, finding in my memory the progressive function of the monojet.

ideal is just before max torque by a couple hundred (help avoid gear changes)...and a whole variable that drove me to a manual switch. Another vivid memory is a feisty small block on the old chevy 4wd..very snappy. that also begged for a damper. this project is a boxer and the four low oddity.

manual switch it is. final answer.

If to go eccentric, nice day .. the firgelli actuator is very tempting. For now, I'll call the engine the other half of transmission, and the switch..that is called overdrive. if its a 15 speed with damper closed only..it must be a 30 speed now.

Video soon.

the very rare adult bald eagle was outside my window..the south is going to come raging in.

I am in control of the air fuel..I'll just repeat while tapping the magic shoes.

I am actually humble about building this old sube.

the modern video to follow this one...you might relate why I feel the way I do. Just the sound alone is absolutely astounding to compare the same old ea82...and its got one less barrel to boot.
this car spnned 60 years in just 9. Japan really wanted to be with the world..this one here got through as if a time warp originally. Extremely humble.

solid lifters, 3 degree cams,(very old school setup) with the #3 cylinder lobes offset to be a permanent retarder. (that is 1950s porsche- except porsche used a bent crank).

the generation I use now is the typical 14 degree, egg looking big cams (still the same injection timings today)
one thing subaru stuck to..a beautiful crankshaft. it may be the best one for 3 main boxers out of any on earth. in the early 90s, they gained a centered runtime as well, and aid of computer for air fuel.

All one engine..like living 60 years...in just 9. (1985-94). my "boasting" today is taking it even further..actual cfm numbers to go along with the centering. Doing alright so far..

my you tube comment:

one of my first videos for the gl wagon. original engine at 20 years old.
10/22/2007
this is a rare build by subaru, it only lasted two years. ten speed AWD.
the sohc ea82 with a carburator. very VERY tiny runtime. In fact, I had to change the air fuel and cams to be modern day and safe for the engine.
the last of the little speedster/bug sounding subarus.
this is the same subaru in my current videos. One could claim it is more than 100% bigger on the EA82 engine modernized.

To further think of the little things. Timing doubled on a center, switched, dampered... fuel more than 100% bigger, and a stoich number to achieve with my foot and eyes in a way I never have...and this sube has not either. To still be running, in a state that has inspections (sorry usmb, you are still the abyss of unnecesarily retarded death). amazing. The alaska dealer sticker is fading...

The deionizations of components when stoich is reached perfectly for just one hour of driving, the cooldown lets go of many years of abuse by some fuel standard that nearly killed people. That is exactly what leaves this old sube today. The smells of old trails, death, chemistry mishaps..not its own.. even invisible pine needles that possibly sucked on chernobyl in alaska. A long ride it has been. A car has a soul if your imagination takes you there..mine does not.

After this stage of recovery, body work takes a good strong hold. Just a pile of metal today, the engine wrapped in itself even leaves the feet of both sides of the hood down to the body. it is happy to be there today...not trying to get away.

a good one to save.

[Barry Donovan]

damper automate



not to double post..
realizing my fear of tiny measurements and impedance loads is next to nil..

I a did find something that the damper can respond to, it is indeed afr, and it can't yo yo all around with amoving damper.

so...I do have a 0 to 5v from the afr gauge, gentle amps. I need to amplify, then regulate to determine when I want damper to open via relay . seems around 13 AFR or less.

it is much like turning a 1 barrel into a big long two barrel..jet engine version, all one duct. The boxer takes it all..but have to get timing right. It really is a big carb. With damper closed, I have more than twice the original two barrel wide open...can you see why I mention landspeed attempt?
The last error was timing not advancing a little kick to tease it. Now that is fixed to.

ganing some timing is the other trick..only when damper opens will it advance a few degrees, to tease the climb. Can't have that yo yo-ing around either. switch automated is my best idea.

the first try will be with two potentiometers, reduce the 12v and also the output to relay... and my choice for gauge of wiring is similar to the solenoid. I resoldered some of the little box that has the full wave diode already setup. Taking it to gentle function, the heatsink won't even get warm, and I am keeping the afr gauge output safe, no feedback on the low volts bouncing around gently...

I am also going to go for a normally closed spdt relay. power on keeps damper open. As afr analog volts drops, this means rich, and the relay will close, opening the damper when it is rich.

I am confident I can dial something in, and have that option to dial it wherever I want, whenever I want to.

cost is much less than a firgelli arm with a 1000 hour lifespan.


edit:
onde day later, did some testing. the full wave diode has much more use than a transistor..in fact, I better leave transistors alone, I have zero use for them. Bizarre little gadget they got going there. I could not get a gate function at all..3 different transistors... with specs in a pdf open..

Anyway, playing with different volts, I hooked up an 8 volt and a 3.3 DC and the 3.3 raised it by .5 volts. so combo does not matter, and the diode is do big it will never get warm.

As of right now, it seems I am going to be playing with 4ma to 20ma ("0 to 5 volts"), so targetting a relay in house for dialing it in is plan. This is so sensitive it is liking moving a volume bar on the screen with your mouse. I need to simulate that with a bumpy potentiometer...then amplify a trigger at a point of my choosing.

patience. I have dialed things like this by accident..trying is more difficult.

[Barry Donovan]

damper plan continued...

my final vid on the build.

the first linkage was for trial and error. this is a collet and bar that went with it from my burnt chinese dremel clone. The rusted steel is a 568k mile piece form a twin turbo cat 550 (thanks dad). the link holding the actual disc is from my spare monojet, it used to hold the choke. The stainless steel spoon perfectly holding the dreaded egr valve remains..that may have been my mothers (made in china anyway). Inbetween the spoon and egr actuator is a spring from a monojet accel pump.. help progressive gain damper easier. The little extra length up top of rod exactly meets damper bar at full open as a stopper...which is actually equal to full open. If progressive should gain this full open, it should flutter.. that will help stop it, and that means good smooth emulsifier. The use of the spoon was a simple decision, not just for the coincidental exact size of actuator fitting in it. All actuators on vacuum self align...the spoon handle is the spring that lets it. I found something peculiar about likeness of objects in vacuum...but maybe that's for a book I write someday. I am not changing a thing for this setup... it is my version of beautiful. The old steel duct is now at 571 thousand miles or so.. I added a few of my own.

this is damper closed. The buggy can still climb to 90mph. Makes an inline jackhammer all the more...dumber. Opening this just a small amount goes a long way. Progressive port cannot open it all the way, and does not even need to. This is where my statement: "go big duct shape it later", comes into play. Also, the rod is not perpendicular to the tunnel, it is close, but intentionally a few degrees off, this stops vibration and noise, and may even spiral the air, instead of hitting the red brick wall. The red baked disc is a chunk cut from my Chinese burnt mig welder. A theme seems to be among this..

Some final post notes on the damper. Switch on is open. I have the line pinhole reduced to make things smooth. Switch off is progressive mode. The progressive works, but..today at 40F, a brisky 40 with wind, the car had to run 15 miles and about 30 minutes. Warm up too slow, carb is very large. That is my problem, not an oem one. The fact that stoich is right there at a switch to finalize a very large curve of throttle… nothing like it has been at my helm ever. Numbers right there in front of me. I can close it at 75mph..it is hilarious. the top end is indeed going to be the wind (engine running out of power). Also with the switch, you shut off vacuum to actuators, it has to suck back through the progressive backwards from carb to release actuator… this purges the progressive circuit. I made it foolproof. Something oem never did for them. That was the one drawback to progressive…it can clog, and rather easy. Any engine that has to kick up at throttle plate can attack the progressive port.

I did some math to determine tension on the damper actuator.. added a spring to the top to make it easy for progressive in the cold.

one last reworking of memory..the size of duct, placement of damper, and the top hat..it ended up exact. One could go way back to the 50s and 60s to see how they worked the 2 5/8th carbs. I am there in a reversed way..precisely... on an engine a whole lot more precise.. the liters being so small did not matter. I have always wanted to do this, and finally did.

the vacuum stuff..its confusing a first. Above is as basic as I could keep it...the whistle is my own addon, the rest is typical (the little hitachi original whistled on purge- hilarious). this is modern emissions related as well as functions. (No odors ever).

the drawing does not show power for vac solenoid..it does show locations except for carb hat and duct/airbox. The purge is in the fanstream. The vac solenoid and check valve are both purgers. one in front of throttle valve, one in back..never know which way a heavy is gonna get kicked out. The drawing also lacks time and distance. I learned it with the pcv and Subaru hoses.. they got an exact number happening for in length and out.. and how to share what goes where when something is too much or just right. So I played with that concept.

For example, the purge valve is a shorter route than the choke pull sharing the same source.. the purge gets the kick first to work first. I recently heard that for a better part of 15 seconds on a cold start, I found a trick in the throttle, tiny quick snaps.. purger starts working. Depending on how crammed the unburnables are, depends on when an odor might emerge. So far it only happened once.. just after installing purge.This one was paint and starting fluid, ten minutes after shutdown. Going to sterile in the magic world of a fuel airs gathering is an amazing reward.
certain starting fluids in a pressurized can, accelerants can trigger a purge sometime. if those do not leave? kaboom. engine done. I like the purge, tells me bad gas or locale air. Very rare to use on a big carb/little engine, but should have it there anyway.

A one big barrel would rather kick than purge, and it is a game of math to get that close to your engine design. this one is headed to just right, and I am glad the math games first, worked in later. Found overall cfm, find a carb, and went with it..many details for months in the case of cold weather places...but worth it.

A benefit to getting cfm correct, with stoich readings...the block heater concepts/heat riser, those are not needed either. in fact, I found the heat riser is scary...the nastiest trick ever to what is felt and what is actually happening. Feel nice and cozy all the way to a blown engine. I narrowed it down to a damper. To restrict to just over the size of venturi in carb..is not a restriction, it is an elongation of the venturi allowing time to emulsify fuel in a bigger area, slowly.



Summary of damper:

Advance chamber and damper are on same vac lines. Progressive (auto mode) or all open via switch. Advance opens sooner, smaller diaghram..this is 3 in hg. The bigger one for the valve is on a restriction to be smooth, that only gets a tug at 3in. and needs thermal and workload to open.

The damper open and closed changes fuel by two whole points, and prevents landslides of lean or rich instantly. The duct is big enough where there is nothing startling happening. The AFR gauge is the tell all (I recently deciphered exactly how I blew the first engine- less than 5 seconds). Measured vacuum standards are at 32F mercury..so think of this 32F weather as the center of the year to be at 3in hg. Maine is a -30 to 105F above after all..

The damper will open later in February back to November...and open quicker from April to October. Another genius. With that, a trigger to go deeper, starts to open damper, only if thermally correct, and car has a workload to justify. I could go through the first two gears, and it may not open...hence the switch for any imperfection and purge the progressive circuit, or just to play.
Just press the throttle and drive. Small to big...if it don't want the whole throttle here in Maine, best respect it.

this one post here can be applied to anything with a carb. Don't let the big scary rumbling v8 fool you.. its got a big scary dainty just like a little engine reveals sooner. (my little secret: I blew a 350 exactly the same way as this boxer in 1994). Another reason I babble here today. Maine will kill any engine without the rocket scientist.

[Barry Donovan]

strange but true

I blamed the hitachi with some low volt feedback for responding to a radio bezel. It ran richer with radio bezel installed. Why? the-upside-down-glass-in-water-pulled-up theory. Ever heard of it? if not..you must be a youngin' who never worked a car...especially small cabins. although my delta 88 did this. ..but that was a 301. ..different world of v8.

anyway, made one out of 16 gauge, from my burnt chinese welder. very tough. the dash creaked like a wooden boat in the waves..fast creaks, to slow, then stopped. upside down dash tension set.



another teslanian mystery...or is that a vacuum mystery. atmospheric mystery...a mix of everything. Mix...keyword there.

either way. I was all wrong. the monojet is even more dramatic. Ran quite rich sooner. Damper can open..you guessed..sooner. I have figured I am going to like that switch..reminds me of a splitter in a rig tranny, except it is for an engine. As days go by it will run richer as todays 39 is approaching a 12hours day version, not a january 39F. But that bezel in a subaru mystery..amazing.

Put a hole in the glass that is being pulled up, upside down from the water..it goes easy doesn't it. The bezel filled the hole...created the tight environment. it is good to have open once and awhile..although this sube has some intentional draft by the defroster, and a tiny heat tube going under steering column...that helps neuter it. Tension is good however. A stabilizer for small cabins..and self balanced engines.

the little hole has a brown plastic trim screw that came with the sube. I can take that out..when I "feel" I want to.

this is one of those things that also tricked the injected version of this engine (earthquake in the chassis). There is a rumble zone..and you do not want stoich there. Today, I opened switch 500 rpm sooner..more than afr going on.

I did read up on injection, and kept my own painstakingly taken apart to keep it. never used it.

MAF vibrated the air, the ea82 vibrated itself in certain rpms..the two colliding is not enough for a knock sensor to make any sense..

and here I am. A monojet with a digital afr. Classic and new. In all goals, a race engine stays a race engine, and a calm one is calm. The two still need a split today. I have this self balanced as close to all one big little giant it has never been...and its mechanical, and digital.


formula 1 starts off at 6krpm idles..big turbo engines come back down to sputtering.

very rare exceptions in history, and all short lived. big and small..one giant curve, back to grandmas caddilac idling. The 3 main boxers are one of those...the more controls for typical use, the more this engine makes a butt of it...then people blamed the boxer instead.

I am a fan of fuel air, and hope to gain some credentials worth a nickel someday. At 40 now, time is a wasting. The incentive for older...we lived the whole thing. From carb to the best going today..the whole darn thing has been in living history, realtime.

realtime.

How to turn a realtime into seconds with no pause at an outcome in realtime...computers do have an answer. within themself only.

slower think its prophetic...the world is in that fairy taled state right now for air fuel. Needs more man...no excuses.

not that I ignore little thoughts at all times...I am quite beaten.

I am off to get some led lights working..they turn red one way, reverse voltage to be green the other. Now if a normally closed relay would work..I can add that clever little extra to a damper switch. my car is that freakish in the paint..blood red to poop brown, to shades of pink champagne.

Nothing is ever one direction..if you are truly in the middle of something...it goes many directions... core of decision unknown. fragments picked up run like hell with a tangent of one aspect..and it always fails. Its core of real thought long gone by then.

[Barry Donovan]

coming around

what little I have driven with damper in miles, achieving stoich rather easily..
that is exponentially coming back as a quieter exhaust, better starts..and it took days. Even after shutdown, I knew stuff carbon chain related was...chaining.

It has signs of an engine bone dry, needing to feed rich. 4 years of maine sitting outside the back of the garage under a tarp. Needs a lot of carbon. I have been this routine with a 301 Pontiac. dropped it to 7 mpg to get it back into the real run of a content machine..and the 8cyl, that took several months. The similarity is its will to leave the air still...damper is a key word. Still air moves more of it through the same space, causes a lean condition on the rochesters that do not know what a turbine smooth engine is.

the boxers one hour reels it down to days. Small engines do have a few benefits..running into the limits of power is not one of them...but I am enthused.

A last thing I did was a secret..


I made a mechanical purge valve (most are anyway, even if identified as a "vacuum solenoid")..and had no way of knowing when it worked. So, I found this .25inch aluminum rod, and got the jewelers drill bit set out. the feed is 2.1mm, the hollow is 2.9 mm oblong..and a sideways crosscut for the flute. Very sensitive..it is for the size of the purge. Adjust with the hose. Loud little bugger too..about one bass tone shy of a fire alarm. Sound appropriate enough..if this should go off, time to pull over. My mini Japanese train horn. I actually created an imperfection as an afterthought, this noise is for me, no one else. A mellow non-shreak occurs...dual tone. Very sensitive. both the carb engine and loyale I drove used the relief. 22inches flipped to psi is a ten pound hammer..just have to catch it. This used to be a funny thing to do, especially the little 80s cars...back when afr was called a "dweeb meter."

a purge controller that was burned out, no electric function. Very expensive gadget. I took it all apart, removed wires and coil surrounding the tube, and identified the needle that is similar to one dropped into a fuel meter (my avatar), a little tiny spring not working. I made it my own. A spring from an unknown source, cut to length, shaved down height of needle inside purge control, and carefully put it back together. This is already working. A lot less kick...and purges by nature anytime it does want to zero or positive pressure. Not enough to whistle, tells me its all normal pressures happening. By summer..it might get a shreak or two engine braking, but the monojet is quite robust in air bypass. Those whistling days are gone like a loyale SPFI.

the shifter is all set, hidden wiring. Damper open it when stoich goes into the low-mid 10s AFR. The kickdown from high idle cold start is much sooner than I was allowing as well. A computer can do this. this cars damper is the kick an injector gives cylinders. that is how injected machines get away with giant plenums...they cannot suck in like a drafted time of old.

damper = injector. Air side instead of fuel. A reversal..same job.

ready to go. All the theories were correct. simple to gurus who play with this stuff, but for regular people..throwing the genius called a carb into a pile because of the air side is the biggest tragedy since 3 main boxers went for extinct with lies.

Something I also wanted to do was kick out the ionization errors of the spfi..wild computing from the early 90s. That engine even left a green in the gas tank.

not going into hows and whys, this very well could be the best version.. and they never made it. one more boxer saved.

I still would like to dish out the 500 bucks for some wiseco pistons in a loyale block. that is the last truly flamboyant retarding things left in this engine. Verifying all else to be a maximum was easy.



perfect fit, as measured by eyeball from the net. 12mm switch in a 12mm pipe (titanium ski pole). same pipe is the shift extension.Working this easily with index finger.. I have finally concluded there is an upper and lower setting missing. Atmosphere for cylinder is the upper and lower I refer to. I got the smell of a light gas, like starting fluid out the exhaust cycling the switch. Bomb dispersal utility switch to the rescue. I guess I can inadvertently add a third function to the switch: intake purge.


So, it is on one switch :

• timing changer
• intake damper
• intake purge
• a buffer for four low snaps
• enforce stoich readings all the way to rich
• back it off for cruising on the highway when engines use next to nothing..shut the air down.

Job done.

One last test was the hill by my place. wait till rich, open damper, another realm of timing, and add another quarter throttle before rich again..the last 50% heads towards 120mph. You may see me at loring..but looking at the work list to be where its at. wow. I would hope to have a spare drivetrain before playing games. Anyway, the cruising is 90 something, that is peak of carb/timing..barely any throttle, and it just happens to ride 15 something AFR. That is a way to find o2 sensor position reading..find the nominal peak via throttle feel cruising, then look at gauge...odds of getting 14.7 at 2 feet in back of the engine are not likely. 15.2 AFR to be exact as the stoich for this one for o2 position. So, that is the goal when doing a lot of city, stop and go. I choose to keep it fat right now...change my mind whenever, at the push of a switch. It is dramatic enough, no need for a light indicating anything. One knows when that is open for sure. The other last fuel note..it will not run properly on less than 91 octane. I have NEVER had that problem ever on anything I have driven and even built myself. It is just another fake number by Subaru: the compression.


I may groove the black ring to tuck wire..when I get to it.
As this is hardly the past..one of the goals in maximizing cfm was a 75mph highway speed limit just to the north of me. Reading todays news, they are passing a vote to allow more places at 75, the one highway up the road from me. This car was the tail end of 55mph generation..but built at the peak of b-rally, safari race etc. Giant bearings tiny wheels, a lot of weird mismatches. Alot of the stuff towers over the entire STI generation. Enough big parts in the guts to challenge my patience to fix the little things. Nominal 100mph for hours is not easy.



As the net gives me a lot of ideas, living in torture in my locale is 90% of my pursuits (nothing is strong). If to try the a10 Subaru chassis, the loyale, gl etc..remove two front seats, scrape sound deadener, follow the outline of the beams they did not install..and make some. I found this after crossing the 100hp mark into unknown numbers.. I could feel something missing. A boxer 100 is not another engines 100hp. it is getting to be a bigger realm at that point. it simply spans b-pillar to center carrier...specifically angled by factory map. It is then, the chassis is even landspeed capable for street category to the max.

it is an amazing fact with this 13inch wheeled weirdo. A car to not only never have a tire to hold the weight..the wheel itself could not hold the weight, all while respecting their tiny air fuel setup..not even a normal car, let alone race car. Bizarre history. It still makes the entire ej generation a flunk..no matter what you pay to feel like ken block in your wrx..the facts like a meteor are gonna come back to you. The ea series is the man of the bunch. The lesson is written out loud. Take it or leave it. Half powered to be as fast as an American standard, and going 4 times beyond a 5 year pay plan.

once again..as the net is as stuck as 5 mains in a boxer. I am not a fan of Asian vehicles. I am that stereotyped American that can raise an argument. Except..chihuahuas biting my ankles don't knock my truth down. I am still too big for my Subaru..even after a body altered sickness. This is an American story..and it is ongoing...


End of this story.

last update:
the bill to allow faster highway has passed..bangor has rural on either side, so I really did think ahead, ambiguously..blindly, and with sight on another subject actually. Fitting end to this tale...to go faster by law...safer stronger, smarter...with the smaller engines we are all getting forced into. The 75mph expanded does not change my path much, to be honest, I have there for 25 years, like every other long time local. Glad the nominal power gain I achieved is worked to 90 something mph, instead of a runted 90 horsepower...seriously. My guess, it will be approx. 110-120 miles, 75mph. I can admit doing 90 for 110 miles...more than several times (yes in a 1781cc Subaru). Bullshit talks, the real thing walks and can't even talk. A bit like my life.

[Barry Donovan]

some last notes

This long thread is pretty much summed on this last page. if you are into stories of trial and error, going where there is no facts..and what I did to keep going, it will take a long time to read. Maine is quite a factor, always has been. It very well could be my will to ramble on like I have here. The other one, is knowing little engines are going to have to work. I cannot sit behind a jackhammer. The boxer is beautiful.

I never abandoned the carb...nor physics ignored. At most it takes weeks on typical combos to dial something. This one here.. the boxer and the largest monojet. It is two natural geniuses. I took my time..

I did average a 650 mile trip to 56mph before afr gauge...I did do a lot of things. I even got pulled over for decibels.. with a muffler and a cat installed. I did get it going..

Making the jets and needles, and float work...from the ground up air fuel, on an engine ready to shreak a formula 1 scream in its tiny precision. Not as oem, it is a 2 cam change away from that kind of advance. That is a whole other long thread, and not for the time being. I took it on confidently, and was humbled more than once. I did get hauled off in an ambulance.. and the car is a factor. This thread is all truth. No marketed glory, unless it is real. I also turned forty like a switch in a wall..and am as content as a 35 year old 1 barrel carb on a 1781cc boxer engine.

Dialing this in, helped me realize how far it could go, and then dialed it back...like a blow torch. A goal was the giant max (all engines get large there at their max - including illegal decibals)...and take it back to a dual option. I can drive this car a long haul and not be midgeted (I hope to take to the first hot rod reunion this september - save fuel.)

as some might guess...


This was recently after getting damper installed, monitoring afr on the highway (I am almost giddy). A fat spot emerged, down into the high tens AFR.. I knew it was exhaust. Oh well. I do watch the subruwrxfan updates about the brz, the recent vid about exhaust complaints. That is as close as they have gotten to an ea82 in 25 years. I learned now that the two valve heads are the ones that needed the big expensive exhaust, the four valve would push through any standard size.. the two valve cannot. I am glad some people keep talking..

I installed cheap stuff from auto store in 2008 at that spot..a blown headgasket, and a blown engine later, very lean. no complaints. I made the whole thing trial and error for 6 years. Looking over in daylight, I had already set it up for a 2.25 bridge to a flared end (I never buy flared pipe) back towards tailpipe. I was thinking of that one spot for 5 years now. That is actually some tough pipe for sure. The boxer is a jet engine. I now have it exact thanks to AFR guage. Makes sense for that spot too.. beyond blaming the shavings from o2 install. This last piece is easy, and I am excited.. the afr has one fat tiny spot left, you might guess, just under max torque. Remember, I am dialing in for a 30 below to 100 above. Too big chokes on arctica as an ice bomb at one end and on fire at the other.. velocity and shaping, like a jet engine, has to happen. It is very close right now..it needed the 50 miles to show it (first lengthy highway ride since afr).

to assume an engine with no facts.. I always go bigger. A biggest surprise is exhaust sizing and shaping. Cannot do the whole thing big..it needs shaping, like the intake and damper. That is ingredients for something much larger than I am allowing...seriously.

I also concluded this engine would need fuel delivered from the top, also like formula 1. singular injected was a favorite, albeit very small. The carb is not all that difficult, and awesomely large. tuning air robotically is something I have yet to play with.. for less than 100 bucks. It hits a frequency as a self balanced machine perfectly enough to disrupt anything running on pulses in changing widths...in itself only. Bothering everyone else is for counter balancers.

A bit more eccentric and hundreds of thousands of dollars to play with... I'd take this 1781cc to 1hp per cubic centimeter. Yes I said centimeter.

people are funny with engines..to gain knowledge through trial and error and look back..even adults seem like children as they learn (I even laugh at myself with all the videos I made in 7 years). This one here is the epitome of all cars and engines. They turned a self balanced ea82 into a formula 1 capable...airplane engine. this is the mismatched contrast in thinking realms today. where an inline should have stayed a 6cyl road work machine diesel, it is now a highway rigs main drivetrain..and where an inline four should have stayed in a farmers tractor, it is now "screaming like a Honda" right now.

The v8 always has a place..to be going this far on a shared journal is amazing in a bad way..but amazing. That engine is a benz crank away from perfection. I did narrow my enthusiast world down to that. A v8 and a 3 main boxer. The exotics can stay there..this place needs the work horse.

Another very odd twist is weather and who declares a world standard to survive it. Number two coldest state in the nation is maine, caribou got some votes out of 64 cities to choose from to be number eight toughest in the country. Bangor, central maine, is worse, that is the battle zone of ocean and arctic...never gets a vote, nobody asks.

it then occurs to me...bullshit talks. the walkers that actually walk are too tough to tell about it. No world standard with a pipsqueak for communication. the other extreme is a loud mouth who has more than one name..changing itself accordingly like a chameleon. Living with these facts patiently...

Have fun kids. this long thread has a whiff of future delayed...much bigger than my thoughts. I only worked some of them.

I do have my accel ignition limited to 8500rpm..and it goes there. I almost forgot to mention fuel mileage..around the city is very much like a modern car, and not impressive for a small engine. That tells me injection today is in fact correct, the fuel is the change from my 1987 to today. To feed in stoich correct, I am the same as a typical ricer with the big modern injected intake...too dynamical to stay dumping fuel, it stays a world champ.






my very first intentions ended up being true to the end, even after all the rambling of many details:

• needle and seat shuts fuel off, as fast as my throttle foot, letting off the throttle
• I do not want a fuel dump in the cold, I want to tease the emulsify without loss of power
• progressive tells me when max throttle is ready (genius - no computer has it yet)
• leveling off does not have a wandering brain
• the velocity of exact sized intake is very feisty.. even if a power loss to modern day gulps.

My first longer test ride, and my last post.. the purging killed a section of my new pipe, cheap straight away anyway. I will add a 2ft stainless a quarter bigger, then finally back to the 2inch. A tune does demand a precise path. The resonator munched on something, spit it out to leave bullet holes on the pipe behind it (not even 3 years old. Edit: drill shavings from o2 sensor). The sound of runtime is incredible...it is fun to have that tortured realm of throttle on a switch. It likes 12.9 or open at 15, either one at highway speed 65-70. Not even 60s F and hot rod weather yet, no famous bellowing Rochester sounds.. which is funny, it comes around at the same time of year as my four barrels..

Not loud, I feel good to go anywhere. the damper open or closed, it starts to gain a very powered realm at around 75..the realm of size of stoich is indeed in another dimensia...yet sounding like all other cars. This is a landspeed candidate for street car section. It is like having a sixth gear with a .50 ratio. Anything slower is bogging up dixmont hill (private understanding). Given all the cars I have had up and down the lonely local highway.. this one is right up there with a standard American 305ish power and top end. A dog to us old timers...but today, even a 305 is better than a lot. (I might add the comparison is H.O. 305 in a monte carlo SS)...


if I go duals or something special, this thread is done, but will post stuff in video section.

[Barry Donovan]

the final babble

This is the 12th or more finale, and need to go back to a humble beginning to explain this obsession. I won't leave this off with discontent..

I recently installed the 15/16ths master cylinder and that changed brake booster pressure needed to much less. Of course that means bigger carb as a result.Upon taking brake lines off master cylinder, all holes leaked like there was no seal on the bore at all. This was strike 3 for the midget 13/16ths master cylinder. The 15/16ths seems to be subarus universal one for real work, from impreza all the way to Tribeca. Anyway, that fixed a BIG vacuum suck.



got the basic sports car delco (30 bucks) in the mail with a harness arriving the same day. installed in a hurry. I have the delco colors near memorized since a 79 delta 88. that is a long time. The harness is labeled exact for this radio. Extremely neat install. One plug, all 13 wires, a new radio. No hassle ever again. An awesome thing I found with this version, is no bezel lights (I do not like bezel lights on my big button delco). Today the big complexity is the dimmer. So much for complex. A nice extra at night, lights on, dims the channel id area, like my dash clock.

This dials in the oddities of electrons in the "other" category. the mosfet type amp of modern on a big heatsink. I learned that stuff without a radio, and will not discuss it here. the sound of the runtime now is where my hot rod loyale left off...except this one is twice the cfm and very tall geared. the extra stuff flying invisible is not welcome in this ten geared buggy. Delco does wonders in the analog realm, always has.. it may be the words greatest, seriously. The ignition is the big brain in this one, the radio is for old times sake (I truly like the delco big buttons and many other things). Finally, Delco and Rochester.. put the pieces together as to "why" I put them together.

I am not painting over the Pontiac logo..it goes with my Peugeot wheels, and the chevy carb, and the caterpillar intake duct.

A last note on structure, as big air fuel did tug at some things. It did take 20 reels of 2 pounds of mig wire. Extra steel everywhere but the front end, just following the map Subaru left dangling for the world to fix. The rear end had a plateau of a steel bridge never bolted up to the center of the car.. and it still survived 25 years. As bad as it got, I only found how good it could be.(it is several tons over the strength needed). Do not just make an old sube suck big without the steel work.

I learned on my own the monojet was doing something...electro mechanical, 20 years ago on my chevelle. It knew when it was loaded, it knew at idle. Needs a good environment. That is where the Delco goes Einstein...

Beyond progressives very gentle function (it does need some exact dialing in if to use a diaghragm), I found the spring in the power piston and accel pump. Those both respond to heat and static and vacuum. Amazing. The choke resistor size corresponds to the engine size..the four cyl needs a fast one (low resistance) the bigger engines add more resistor for their choke (All rochesters do this). There are hills on the highway that suck at those numbers of static.. I can monitor that now with the AFR. Geo magnetic hills and all kinds of anomalies. Hence the damper in the intake...not a restrictor, its a trimmer. I found the progressive port and knew this was not slapped together like a log with a garden hose in it. This was indeed a Rochester. The I-6 really made this carb a bad apple...being twice too small for the displacement. The 70s fuel crunch killed alot of genius.



I have left the monojets genius alone, just dialed it in to the settings an engineer would have given. The final trimming is on my own. I decided it will be up to the 14.7 part of a fuel equation called air. The firgelli robotic arm has my imagination very realistically. The arm will respond to the analog signal of the fuel gauge. 5v being lean, 0v being rich. that means damper opens towards low volts and closes to high. The final trim at cruising. I love this carbs accel pump, Rochester version. Always have. In fact, they are so confident, it is in the book of rebuild to leave that linkage alone...it is that correct by factory.

I have laughed at some of the things deciphered, after studying this stuff. For example, the insides of a fuel injector look like a vacuum solenoid. One could literally add a pulse width to a vacuum solenoid and have an injector.

The intimidation called precision is by a market driven crowd no doubt trying to corner an infamous spot in the world with 50 cent chips in the right order. I grew up with carbs where even a guy with a hammer could tune one to infamy. It is just not fair today: the air fuel and who controls it.

I promised not to leave this at discontentment.

Do whatever you think might work, you may be in for a surprise: your very own invention.
as this is really a generalized thread.. some advice for anything and any project.

1. a venturi is not a restriction, it is velocity.
2. what you see is what you get..but do not forget the mirror image of hell you can't see for every action.
3. physics is as real as the frequency you can't hear, see or feel.
4. this boxer is alone in the air fuel tune, any v or inline can add some traditional means to get it done faster.
5. wideband kicks ass.
6. a carb needs a tuned plenum above it, off to the side, wherever you can go with it.
7. fuel pressure is about the carb, not the tiny engine...the same for air bleeds. do not change for the engine if using a monojet (maybe others), they got a universal big think.
8. Structure. fix whatever breaks and decipher geometry as it happens. the sube had several maps to strength, never fulfilled- it is a rally chassis after all. some cars are not that lucky.
9. Volumetric efficiency. You might ask yourself if the timing is retarded. You will wonder how one gear less is in the same range as one gear more used to be. That is volume change. That is where legends take off, and the climb never ends.

I am a regular person, don't even have a garage. Former mechanic, very disciplined. I was even applying to work in the hangars for air force 1. I got very sick, but that last summer.. I did build a v8 to 160s mph. Shameful. There is only one small engine that can catch a bigger one...and it is indeed a boxer.

This thread is in memory of my former life. The 301 Pontiac. My dads unpremeditated beetle story..in 1969. Bill Mitchells thunderbug, the red baron.. and many anonymously famoused. The 2.7 liter porsche that holds the nurburgring record...30th year this year. The small shop in massachussetts that easily got a vw waterboxer to 160hp...no turbo. The quirky ea82 and all its misinterpretations. DOHC conversion...for an airplane. The 114mph run @ 14.5 seconds. Half track leapers, and formula 1 airplanes. I took this twisted path of ea82 on for a reason.

The 1 big dynamical barrel it is.