I am probably showing my ignorance on ignition theory but I have never
understood the concern with static timing versus dynamic (total) timing
when the car is running. Since the amount of centrifugal advance is not
adjustable why am I concerned with what the initial static timing is?
So long as the distributor is oriented correctly and I am in the
ballpark--usually verified by the engine's starting--all I do is set total
timing at 3000 rpms's.
If I am missing something I would appreciate learning what that is.
Best--Michael Oritt
On Sat, Feb 11, 2017 at 7:02 AM, Oudesluys <coudesluijs at chello.nl> wrote:
> Set the crankshaft at the desired static ignition timing. Set the
> distributor housing with the rotor in the approximate position of no.1
> cylinder on its compression stroke, then slightly back. Switch on the
> ignition and turn the distributor forwards until you hear the faint click
> of the spark. Switch of the ignition immediately. That would be fine for
> fine tuning the timing dynamically.
> Do not leave on the electronic ignition unnecessary, it may get damaged if
> left on for a long time.
> Kees Oudesluijs
>
>
> Op 11-2-2017 om 8:21 schreef Simon Lachlan:
>
> We?re talking about an Ignitor ie NOT an Ignitor II. In a positive earth
> BJ8.
>
> The timing may be all to hell. I?m in the UK; the car?s in Paris.
>
> Let?s say that the clamp bolts ?may somehow have got loosened? during the
> initially successful swap from points to Ignitor the other day.
>
> (Yes, it?s an old Ignitor but it was NOS, boxed and unused, in the boot
> when the car was delivered.)
>
> Now, I?ve been looking at my accumulated notes on Static Timing etc with a
> view that we may have to go down that track, if it proves that we have air,
> fuel and spark but not necessarily in the right order!
>
> I?ve accumulated a lot of info over the years which is primarily a Good
> Thing, but sometimes I find conflicting information.
>
> For example, one source says that the Ignitor II cannot be static timed.
> Another source implies that all EI?s, including Ignitor IIs, can be timed
> by putting a multimeter across the coil?s primary connections.
>
> Another one says:- ?To begin the timing exercise you must statically time
> the engine at around *10* degrees BTDC. With the engine at *10* degrees
> BTDC on the firing stroke align the distributor so that the points are just
> about to open or in the case of an electronic distributor *so that the
> stator and rotor tips are just aligning*. Lock the distributor enough to
> stop it moving. Ensure that the vacuum advance retard is disconnected and
> the tube plugged. Start the engine and let it idle, adjust the timing with
> the engine running to *10* degrees BTDC and lock the distributor.?
>
> (Ignore the 10? advice.) With reference to an Ignitor?..does this apply?
> And what is the ?stator?? I can ?assume? that it?s the little curved black
> box of tricks? Does this or could this apply to the Pertronix? Seems a bit
> inaccurate??one would have assume that the critical alignment point in the
> ?stator? was prec.isely in the centre of the inside of the curve??..... I
> suppose one could try the voltmeter across the coil method and see where
> the rotor was in relation to the ?stator??? Any
>
> Has anyone any tips on static timing an Ignitor? I?ve timed them, but
> never had to go back to Stage One ie I?ve used a timing light and made
> adjustments to a running engine rather than go back to basics where the
> timing is completely out and the engine won?t fire at all.
>
> Any help would be much appreciated and doubly so in Paris!
>
> Simon
>
>
>
>
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