OK, here's the latest in the continuing saga of "The Sweat Lodge"
I got a new timing light from everyone's favorite (J.C. Whitney, does
everything but cook your lunch). Could not find my old time chrome, Heavy
Duty Sears one for the life of me so I assume I lent it out and it decided
it liked it's new home better. (Note to self: write these things down!) I
double checked my timing with the EKE uninstalled. Was set at 7 degrees adv.
Advanced to 12 degrees (@ 1100 rpm per the book) to install EKE.
Sideline:
In the process, I found that the TVS sensor had the vacuum hoses installed
backwards (per the book C. or Carb and MT. or manifold was reversed). That
took care of my vacuum adv issues I mentioned a few weeks back and then I
double checked it with the new vacuum gauge. Yup. 0Hg. at idle now. Sure
shoots up fast w/RPM so all is well. Atleast it's not 15 Hg. at idle anymore
like it was!
Now back to our program:
Road tested with EKE uninstalled. Pings like crazy @12 degrees adv..
Installed EKE and adjusted on the fly for better part of 2 hours. Found the
sensitivity should remain on full. I still had to retard distributor to 10
degrees adv. since it was pinging way too much and was even starting real
hard! Probably that Caspro Super Hi-Performance, etc, etc Engine that I
brought (suppose?). Found if it starts hard going to 1 on EKE lets it fire
right up! Reminds me of that '49 Panhead I had. If you forgot to retard it
and didn't kick it through it would gladly break your leg!
Did notice on long hills the advance on the EKE can be lowered (more
advance) to provide better pick up w/o pinging much (setting 1-3). On
shorter, steeper hills the EKE must be adjusted higher since the engine
would ping a lot (if set at 2-3) so I set it at 4-5 (few pings). Then on the
longer, gradual hills again I noticed performance loss (set at 4-5) so I set
it at 1-3 (advanced) and it really picked up fast w/o much ping.
So... here's my conclusion. Looks like the sensor needs to be adjusted on
the fly. Was hoping not to have to but do this but to gain max performance,
and I assume max gas mileage, a bit of tweaking is in order. Maybe that pot
on the dash is not such a bad idea after all. Those with one installed
please feel free to shoot this down as I would dearly love to not have
something else I need to adjust. Although it is kinda neat actually being
able to "tune on the fly". Guess that's the closest I'll get to flying, (huh
Richard?).
As always any comments are welcome.
Nate '75GB (Knock, knock... Who's there? EKE! EKE who?...) Omaha
I got a new timing light from everyone's favorite (J.C. Whitney, does
everything but cook your lunch). Could not find my old time chrome, Heavy
Duty Sears one for the life of me so I assume I lent it out and it decided
it liked it's new home better. (Note to self: write these things down!) I
double checked my timing with the EKE uninstalled. Was set at 7 degrees adv.
Advanced to 12 degrees (@ 1100 rpm per the book) to install EKE.
Sideline:
In the process, I found that the TVS sensor had the vacuum hoses installed
backwards (per the book C. or Carb and MT. or manifold was reversed). That
took care of my vacuum adv issues I mentioned a few weeks back and then I
double checked it with the new vacuum gauge. Yup. 0Hg. at idle now. Sure
shoots up fast w/RPM so all is well. Atleast it's not 15 Hg. at idle anymore
like it was!
Now back to our program:
Road tested with EKE uninstalled. Pings like crazy @12 degrees adv..
Installed EKE and adjusted on the fly for better part of 2 hours. Found the
sensitivity should remain on full. I still had to retard distributor to 10
degrees adv. since it was pinging way too much and was even starting real
hard! Probably that Caspro Super Hi-Performance, etc, etc Engine that I
brought (suppose?). Found if it starts hard going to 1 on EKE lets it fire
right up! Reminds me of that '49 Panhead I had. If you forgot to retard it
and didn't kick it through it would gladly break your leg!
Did notice on long hills the advance on the EKE can be lowered (more
advance) to provide better pick up w/o pinging much (setting 1-3). On
shorter, steeper hills the EKE must be adjusted higher since the engine
would ping a lot (if set at 2-3) so I set it at 4-5 (few pings). Then on the
longer, gradual hills again I noticed performance loss (set at 4-5) so I set
it at 1-3 (advanced) and it really picked up fast w/o much ping.
So... here's my conclusion. Looks like the sensor needs to be adjusted on
the fly. Was hoping not to have to but do this but to gain max performance,
and I assume max gas mileage, a bit of tweaking is in order. Maybe that pot
on the dash is not such a bad idea after all. Those with one installed
please feel free to shoot this down as I would dearly love to not have
something else I need to adjust. Although it is kinda neat actually being
able to "tune on the fly". Guess that's the closest I'll get to flying, (huh
Richard?).
As always any comments are welcome.
Nate '75GB (Knock, knock... Who's there? EKE! EKE who?...) Omaha
