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On 21 Jan 99, at 13:16, oofacts@earthlink.net wrote:
> My dwell angle keeps opening up and I dont get why. I've screwed the points
> down pretty damn tight, but I have to keep reigning it back in every few
> weeks.
I can't think of any reason why the points should open up. All of
the various mechanisms for change should cause them to tighten up.
There is a hole in the breaker plate that a pin under the pivot of
the points should fit into. Is that in place? I have seen people
miss that hole and that will let the points float around.
> While I'm at it, whats the best way to clean the inside of the distributor?
> It appears there's too much grease still on the cam, and it's getting a
> little gunky in there, and from what I understand, a little means alot..
> Should I use a qtip and denatured alcohol?
You need just a touch of grease on the cam to prevent wear on the
rubbing block. Don't get carried away with this. Old, dirty grease
can just be cleaned off with a clean paper towel; fresh, clean grease
can be added and smeared around with a fingertip.
Jim
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Jim Adney, jadney@vwtype3.org
Madison, Wisconsin, USA
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From: "Jim Adney" <jadney@vwtype3.org>
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Date: Thu, 21 Jan 1999 22:43:37 -0600
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Subject: RE: [T3] timing gun
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On 21 Jan 99, at 7:22, Erkson, Toby wrote:
> I think it's that the disti physically can't be pushed any further than
> 30-deg without performing some special work and going that high isn't too
> engine-friendly for a stocker. I know the late model ('71 and on?) FI
> distis could go up to 32-deg. My engine builder had set my advance to
> 32-deg but I've had it tuned down since.
The max advance is the static timing point + whatever advance the
various advance mechanisms can throw in. Since, in theory, you can
set the static timing ANYWHERE, the max advance can be set to be
anything.
The real question is what the engine will tolerate over long periods.
I am content to take the word of people who have done lots of work
with this and determined that 32 deg is a practical maximum.
Note also that this limit is a FULL LOAD max. At partial throttle
(cruising) the engine is doing much less work and can actually
tolerate more than this amount of advance. This is where the vac
advance is useful in the late distributors that have #©…@h. and
vac. advance mechanisms.
Most of this is covered quite well in the Bill Fisher book, but the
nuances mentioned in the last paragraph are omitted. This is just
due to the fact that this book is pretty much dedicated to racing and
high performance. In racing there are only two possible states: full
throttle and full braking. Anything else, with the possible
exception of long sweeping corners, and you're just wasting time.
Jim
-
*******************************
Jim Adney, jadney@vwtype3.org
Madison, Wisconsin, USA
*******************************
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