My comments insterted in your message below...
Chris King
http://home.comcast.net/~kvcbk/
<-----Original Message----->
From: Robert E. Shlafer
Sent: 10/8/2003 9:58:29 PM
To: cbking@alum.rpi.edu
Cc: spridgets@autox.team.net
Subject: Re: tuning, part 2
Chris...
Frank C. has said it all. Something seems
"offset" in there, though I don't know 1500's either but, 25-30 degrees
of advance at 1500rpm would definitely be
all, if not a good part, of your idle problem.
++ In some ways, I wouldn't have thought so, since it loks to me like if
you're off by 1 tooth, it's corrected by twisting the dizzy the other
way. But I'll try it - it's easy enough to remove the dizzy pedistal and
turn the gear.
I do know that on a Series A equipped
with the Cooper S mechanical advance
dizzy, that dynamic setting calls for
22 at 1200rpm....so this would be a
very rough ballpark figure for
comparison purposes only.
++ Good to know.
The figure "10" you see on a mechanical
advance weight within the dizzy describes
the amount of distributor mechancal advance available...in this case 10
degrees which, when doubled for the
figure at the crank equals 20. Add in the
book static advance figure (whatever it
is) and there's your total mechanical
advance available.
++ Well, the engine in original spec called for 2 deg. ATDC. UK spec
(which I'm close to - it's UK with a street cam) and early US were 10'
BTDC. But they used a dizzy with a different advance curve.
You also want to check to see whether
setting advance dynamically is done
with the vacuum retard line connected,
or not. As I said, I do not know 1500's.
++ It might be, I'm not sure. But UK 1500s had a dizzy with a vacuum
ADVANCE, and timing was set with that disconnected. Given what I've
modified with the internals, I'm going by the UK spec.
You know anyone who's got the SU
conversion done on their 1500?
++ Gilroy? Graz? Bueller? ;)
-=Chris
|