That's the beauty of the Mallory, as I can do both re-curve (assuming I
get the right kit of springs), and adjust the total advance. Right now I
have the dizzy set for 24 deg total, which with 10 deg initial advance,
gives the 34 you mention. I think that the 1500 and the A-series are
similar enough that this is a good starting point.
Programmable timing light, eh? Sounds like another tool I need to add to
my collection. That would definitely helpwith setting the timing by
total advance.
-=Chris
<-----Original Message----->
From: Robert E. Shlafer
Sent: 10/22/2003 7:19:22 PM
To: cbking@alum.rpi.edu
Cc: spridgets@autox.team.net
Subject: Re: tuning, part 2, update
Well, Chris...
The mechanical advance curve should
be in the (1500?) maint. manual you are
using. Fr'instance, the advance curves
are shown for the different "A" series
engines in mine and should be in whatever you are using.
The priority at this point will be the total
advance first, then the advance curve
second.
So first I would suggest setting total
advance "correctly" to the figure so specified for the basically stock
engine.
Fr'instance, this would be 32-34 degrees
on a stock (or even mildly tuned) Series
"A", assuming unleaded premium.
If this results in a sluggish bottom end
in terms of acceleration, then you have
two choices (actually 3, the third one being another more "suitable"
distributor
having a more "suitable" curve to begin
with!).
1. You "recurve" the advance curve OR,
2. you "advance" manually for reasonable acceleration, then put a "stop"
into
the distributor to prevent "over advance"
at the "top". This is what is done to stock
Lucas dizzies used in supercharged applications, wherein timing is set
to
the stock "static" setting, then total advance is limited to 24-26
degrees by
slipping a correctly sized bush over the
limiting "stop" in the dizzy, thus "tailoring"
the total advance for 100% cylinder
filling and the higher dynamic compression ratio which results from
forced induction as rpms increase and
the blower really starts putting out the
boost, while retaining the stock advance
curve or rate for the bottom end when
boost (and thus cylinder filling) is less than max or virtually
non-existant.
Obviously, a programmable timing light
comes in quite handy in all of this, as
does a distributor machine (the latter
are rare these days!).
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