I think that back in the day not everyone had a timing light so the
manufacturers used static timing because that was a good starting point to fine
tune the engine. You could then get closer to the optimum by ear.
________________________________
From: Healeys <healeys-bounces at autox.team.net> on behalf of Michael Oritt
<michael.oritt at gmail.com>
Sent: Saturday, February 11, 2017 9:32:59 PM
To: Oudesluys
Cc: Austin Healey
Subject: Re: [Healeys] Static Timing a Pertronix Ignitor
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
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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