Thanks Dave. Go read his article on my web page, it was a real big help to
me during the following. The pictures are also on my page. Look under
NEW-----
The guy who set up my timing over a year ago said not to worry about the
base timing , vacuum advance,and flyweight advance, just set the total
advance to 35 degrees and go from there. How wrong he was!
He did not check the vacuum advance that he installed with the engine, and
come to find out it was adjustable and was set for 25 degrees of advance.
So when that total advance was set for 35 degrees, minus the 10
degrees of the flyweights, the base advance was ZERO (0).... As a result I
always had this flat spot in the acceleration when the vacuum dropped at
startup ,the timing dropped down to the base advance of Zero and the engine
would act like it hit a wall until the
vacuum would again advance the timing. The picture shown above shows the
setting I found when I started to time the engine, and the top arrow shows
where I set the final position yielding 10 degrees of advance. The engine
now accelerated smoothly through the range and I have overcome a major
problem.
Thanks to Dave's great article above on how to check the distributor curve.
My numbers are now:
idle 7 18
2000 15
total 30
gene
Genef -- 77PB/ore/ca
GMC MOTORHOME INFORMATION
mr.erf
http://www.california.com/~eagle/
me during the following. The pictures are also on my page. Look under
NEW-----
The guy who set up my timing over a year ago said not to worry about the
base timing , vacuum advance,and flyweight advance, just set the total
advance to 35 degrees and go from there. How wrong he was!
He did not check the vacuum advance that he installed with the engine, and
come to find out it was adjustable and was set for 25 degrees of advance.
So when that total advance was set for 35 degrees, minus the 10
degrees of the flyweights, the base advance was ZERO (0).... As a result I
always had this flat spot in the acceleration when the vacuum dropped at
startup ,the timing dropped down to the base advance of Zero and the engine
would act like it hit a wall until the
vacuum would again advance the timing. The picture shown above shows the
setting I found when I started to time the engine, and the top arrow shows
where I set the final position yielding 10 degrees of advance. The engine
now accelerated smoothly through the range and I have overcome a major
problem.
Thanks to Dave's great article above on how to check the distributor curve.
My numbers are now:
idle 7 18
2000 15
total 30
gene
Genef -- 77PB/ore/ca
GMC MOTORHOME INFORMATION
mr.erf
http://www.california.com/~eagle/
