You might want to start all over again and set your timing with
the static method. Then adjust your carbs, make sure the linkage is not
binding or that the choke isn't on. If your car is still positive ground
be sure that the digital meter will work if you have to reverse the leads.
A good place to get power for the meter is off the starter solinoid, the
battery is pretty far away. The problem with trying to time the car at a
high rpm is that the centrifical advance is engaged. 600 rpm is not a
magical number you might be able to do it at a higher rate.
...Art
On Mon, 13 Apr 1998, Eric R. Stephen wrote:
> ***********************************
> I had the dizzy ouy to replace the vacuum advanced unit. Re-installed it
> and followed the Haynes manual timing procedure. Problems are as follows:
> (1) on advancing the dizzy the rpms climbed (I set back the throttle screw
> to maintain 1000 rpm) and continued until rough, turned back until smooth
> and then back another 1/16" andlocked down. Now I can't get the rpm's
> down below approx 2000 rpm (the throttle screws are now all the way out).
> (2) also backfired through the carb. Any ideas would be appreciated. By
> the way I'm out to pick up a combo digital tack/dwell meter/timing light,
> and will be a few minutes. What rpm should the timing be set at? I
> believe Haynes asys the rpm have to be arounf 600 rpm (currently an
> impossibility at 2000 rpm). Haynes suggests setting the dwell at between
> 60 - 63 degrees to set the points up. Anyone had experience with this
> method? Willl also be replacing the low tension lead on the dizzy. I
> noticed that the old one was hanging on by a thread. The points were
> examined and seemed to be in good shape (emory board and re-gapped to
>
>
> --
> ' ' ' Great is the truth and mighty above all things;
> ( o o ) It endureth and is always strong;
> <---ooO---(_)---Ooo---> It liveth and conquereth for ever more.
> 1960 MGA Roadster The more thou searchest, the more thou shalt marvel.
>
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