I haven't done this--and my engine is elsewhere so I'm working from
feeble memory--but I THINK this'll work, if the distributor has been
installed correctly:
1) turn the engine to TDC on the #1 cylinder, using whatever method you
prefer
2) put the rotor on the distributor cam, it should point to about 2
o'clock IIRC
3) find the #1 secondary lead terminal on the inside of the distributor
and make a mark corresponding to its location on the outside of the cap
(firing order 1-5-3-6-2-4; #1 is the 'first' terminal on the 'bottom'
level again, IIRC)
4) put the cap on the distributor and turn the distributor body so that
your mark for the #1 cylinder is approximately over the center of the
rotor tip (again, about 2 o'clock), plus turn the distributor a few
degrees clockwise
This should get the timing close enough for the engine to fire, then use
an advance meter, or trial-and-error, to fine tune the timing.
This is just a SWAG, but I think it'll work. Anybody see an issue
please chime in.
Bob
On 2/10/2017 11:21 PM, Simon Lachlan wrote:
>
> 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 thoughts??? (A lot of ?assumes? in the
> last paragraph)
>
> 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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