Timing changes???
Hi All,
If you've read any previous posts, you know where I'm with certain adjustments. This is a good one. During a normal timing job I have always disconnected the vacuum line from the distributor to adjust and set my curb idle advance. This is what my manuals state. Ok, Since I've now switched to manifold vacuum, which always supplies some suction, do I need to adjust the timing using a connected vacuum tube or just keep doing it as the books suggests? -- Thanks Always !!! Paul '75 CJ5 258 Vail, CO. |
Re: Timing changes???
Hi Paul,
The vacuum hose disconnected and plugged just like the timing instructions say. Have the engine idling as slow as possible so the centrifugal weights won't add any advance to your initial timing. God Bless America, ßill O|||||||O mailto:-------------------- http://www.----------.com/ Paul Brogren wrote: > > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. |
Re: Timing changes???
Hi Paul,
The vacuum hose disconnected and plugged just like the timing instructions say. Have the engine idling as slow as possible so the centrifugal weights won't add any advance to your initial timing. God Bless America, ßill O|||||||O mailto:-------------------- http://www.----------.com/ Paul Brogren wrote: > > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. |
Re: Timing changes???
Hi Paul,
The vacuum hose disconnected and plugged just like the timing instructions say. Have the engine idling as slow as possible so the centrifugal weights won't add any advance to your initial timing. God Bless America, ßill O|||||||O mailto:-------------------- http://www.----------.com/ Paul Brogren wrote: > > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. |
Re: Timing changes???
That's what I did. I'm running 9 deg advance disconnected. And about 15
deg. approx, with the vacuum line to manifold. Send your Views. -- Thanks Always !!! Paul '75 CJ5 258 Vail, CO. "L.W. (ßill) ------ III" <----------@cox.net> wrote in message news:403AB723.17289EA@cox.net... > Hi Paul, > The vacuum hose disconnected and plugged just like the timing > instructions say. Have the engine idling as slow as possible so the > centrifugal weights won't add any advance to your initial timing. > God Bless America, ßill O|||||||O > mailto:-------------------- http://www.----------.com/ > > Paul Brogren wrote: > > > > Hi All, > > If you've read any previous posts, you know where I'm with certain > > adjustments. This is a good one. During a normal timing job I have always > > disconnected the vacuum line from the distributor to adjust and set my curb > > idle advance. This is what my manuals state. > > > > Ok, Since I've now switched to manifold vacuum, which always supplies some > > suction, do I need to adjust the timing using a connected vacuum tube or > > just keep doing it as the books suggests? > > > > -- > > Thanks Always !!! > > Paul '75 CJ5 258 > > Vail, CO. |
Re: Timing changes???
That's what I did. I'm running 9 deg advance disconnected. And about 15
deg. approx, with the vacuum line to manifold. Send your Views. -- Thanks Always !!! Paul '75 CJ5 258 Vail, CO. "L.W. (ßill) ------ III" <----------@cox.net> wrote in message news:403AB723.17289EA@cox.net... > Hi Paul, > The vacuum hose disconnected and plugged just like the timing > instructions say. Have the engine idling as slow as possible so the > centrifugal weights won't add any advance to your initial timing. > God Bless America, ßill O|||||||O > mailto:-------------------- http://www.----------.com/ > > Paul Brogren wrote: > > > > Hi All, > > If you've read any previous posts, you know where I'm with certain > > adjustments. This is a good one. During a normal timing job I have always > > disconnected the vacuum line from the distributor to adjust and set my curb > > idle advance. This is what my manuals state. > > > > Ok, Since I've now switched to manifold vacuum, which always supplies some > > suction, do I need to adjust the timing using a connected vacuum tube or > > just keep doing it as the books suggests? > > > > -- > > Thanks Always !!! > > Paul '75 CJ5 258 > > Vail, CO. |
Re: Timing changes???
That's what I did. I'm running 9 deg advance disconnected. And about 15
deg. approx, with the vacuum line to manifold. Send your Views. -- Thanks Always !!! Paul '75 CJ5 258 Vail, CO. "L.W. (ßill) ------ III" <----------@cox.net> wrote in message news:403AB723.17289EA@cox.net... > Hi Paul, > The vacuum hose disconnected and plugged just like the timing > instructions say. Have the engine idling as slow as possible so the > centrifugal weights won't add any advance to your initial timing. > God Bless America, ßill O|||||||O > mailto:-------------------- http://www.----------.com/ > > Paul Brogren wrote: > > > > Hi All, > > If you've read any previous posts, you know where I'm with certain > > adjustments. This is a good one. During a normal timing job I have always > > disconnected the vacuum line from the distributor to adjust and set my curb > > idle advance. This is what my manuals state. > > > > Ok, Since I've now switched to manifold vacuum, which always supplies some > > suction, do I need to adjust the timing using a connected vacuum tube or > > just keep doing it as the books suggests? > > > > -- > > Thanks Always !!! > > Paul '75 CJ5 258 > > Vail, CO. |
Re: Timing changes???
In as much as your change to the vacuum advance routing deviates from the
intended method of operation, why are you worrying about what is "correct"? There is no correct procedure with present arrangement. The initial timing adjustment is calculated taking into account the rate of advance of the mechanical advance and the original vacuum advance rate at specific throttle opening. Personally, I'm not sure Iagree with this change of the vacuum system. This situation of no vacuum to the advance at an idle is not a post emmissions thing brought about to save the environment and take away our fun. Back in the 50's and 60's,(that's as far back as I go) there were vehicles configured both ways. They were designed to operate one way or the other. One isn't better than the other, they're just different from one another. When you consider that for one engine, say a 350 chev, there are probably hundred's of different part numbers for vacuum advances with different internal spring tensions and travel distances, how can something so arbitrary as switching the vacuum source be expected to produce the correct response. Also, remember that when you have manifold vacuum at an idle to the vacuum advance, the moment you start to accelerate the vacuum starts to drop quickly and the timing starts to retard, not what you want to have happening as you accelerate. I think it gives the impression of a more efficient engine because the engine speeds up as soon as you apply vacuum to the advance pot. Gotta be good, right? Not necessarily. Your engine has to operate through it's complete rpm range, not just idle. If I was looking to do timing tricks, which I've done for over 30 years, the first thing I would do is return the vacuum hoses back they way they were. I would then purchase and install an advance curve kit in the distributer, it simply replaces the springs and weights with lighter springs and heavier weights, to get your mechanical advance to come all in sooner. Then I'd put my timing light back in the box and throw my distributer wrench on the seat and go for a ride. I would advance the timing until I could hear it just start to ping under the heaviest loads I was likely to be placing on it and lock the distributer down. Run it until it's good and hot. Shut it off and let it sit a couple of minutes. If it starts okay, just leave it. If it starts hard, firing against itself ( you can tell this by short crank burst almost stopping in between when on the starter) back the timing off until you just hit the point it is no longer firing against itself. Now you have maximum efficiencey. Steve "Paul Brogren" <pibrogren@msn.com> wrote in message news:c1e907$1fkd0a$1@ID-190695.news.uni-berlin.de... > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. > > |
Re: Timing changes???
In as much as your change to the vacuum advance routing deviates from the
intended method of operation, why are you worrying about what is "correct"? There is no correct procedure with present arrangement. The initial timing adjustment is calculated taking into account the rate of advance of the mechanical advance and the original vacuum advance rate at specific throttle opening. Personally, I'm not sure Iagree with this change of the vacuum system. This situation of no vacuum to the advance at an idle is not a post emmissions thing brought about to save the environment and take away our fun. Back in the 50's and 60's,(that's as far back as I go) there were vehicles configured both ways. They were designed to operate one way or the other. One isn't better than the other, they're just different from one another. When you consider that for one engine, say a 350 chev, there are probably hundred's of different part numbers for vacuum advances with different internal spring tensions and travel distances, how can something so arbitrary as switching the vacuum source be expected to produce the correct response. Also, remember that when you have manifold vacuum at an idle to the vacuum advance, the moment you start to accelerate the vacuum starts to drop quickly and the timing starts to retard, not what you want to have happening as you accelerate. I think it gives the impression of a more efficient engine because the engine speeds up as soon as you apply vacuum to the advance pot. Gotta be good, right? Not necessarily. Your engine has to operate through it's complete rpm range, not just idle. If I was looking to do timing tricks, which I've done for over 30 years, the first thing I would do is return the vacuum hoses back they way they were. I would then purchase and install an advance curve kit in the distributer, it simply replaces the springs and weights with lighter springs and heavier weights, to get your mechanical advance to come all in sooner. Then I'd put my timing light back in the box and throw my distributer wrench on the seat and go for a ride. I would advance the timing until I could hear it just start to ping under the heaviest loads I was likely to be placing on it and lock the distributer down. Run it until it's good and hot. Shut it off and let it sit a couple of minutes. If it starts okay, just leave it. If it starts hard, firing against itself ( you can tell this by short crank burst almost stopping in between when on the starter) back the timing off until you just hit the point it is no longer firing against itself. Now you have maximum efficiencey. Steve "Paul Brogren" <pibrogren@msn.com> wrote in message news:c1e907$1fkd0a$1@ID-190695.news.uni-berlin.de... > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. > > |
Re: Timing changes???
In as much as your change to the vacuum advance routing deviates from the
intended method of operation, why are you worrying about what is "correct"? There is no correct procedure with present arrangement. The initial timing adjustment is calculated taking into account the rate of advance of the mechanical advance and the original vacuum advance rate at specific throttle opening. Personally, I'm not sure Iagree with this change of the vacuum system. This situation of no vacuum to the advance at an idle is not a post emmissions thing brought about to save the environment and take away our fun. Back in the 50's and 60's,(that's as far back as I go) there were vehicles configured both ways. They were designed to operate one way or the other. One isn't better than the other, they're just different from one another. When you consider that for one engine, say a 350 chev, there are probably hundred's of different part numbers for vacuum advances with different internal spring tensions and travel distances, how can something so arbitrary as switching the vacuum source be expected to produce the correct response. Also, remember that when you have manifold vacuum at an idle to the vacuum advance, the moment you start to accelerate the vacuum starts to drop quickly and the timing starts to retard, not what you want to have happening as you accelerate. I think it gives the impression of a more efficient engine because the engine speeds up as soon as you apply vacuum to the advance pot. Gotta be good, right? Not necessarily. Your engine has to operate through it's complete rpm range, not just idle. If I was looking to do timing tricks, which I've done for over 30 years, the first thing I would do is return the vacuum hoses back they way they were. I would then purchase and install an advance curve kit in the distributer, it simply replaces the springs and weights with lighter springs and heavier weights, to get your mechanical advance to come all in sooner. Then I'd put my timing light back in the box and throw my distributer wrench on the seat and go for a ride. I would advance the timing until I could hear it just start to ping under the heaviest loads I was likely to be placing on it and lock the distributer down. Run it until it's good and hot. Shut it off and let it sit a couple of minutes. If it starts okay, just leave it. If it starts hard, firing against itself ( you can tell this by short crank burst almost stopping in between when on the starter) back the timing off until you just hit the point it is no longer firing against itself. Now you have maximum efficiencey. Steve "Paul Brogren" <pibrogren@msn.com> wrote in message news:c1e907$1fkd0a$1@ID-190695.news.uni-berlin.de... > Hi All, > If you've read any previous posts, you know where I'm with certain > adjustments. This is a good one. During a normal timing job I have always > disconnected the vacuum line from the distributor to adjust and set my curb > idle advance. This is what my manuals state. > > Ok, Since I've now switched to manifold vacuum, which always supplies some > suction, do I need to adjust the timing using a connected vacuum tube or > just keep doing it as the books suggests? > > -- > Thanks Always !!! > Paul '75 CJ5 258 > Vail, CO. > > |
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