Re: Adjusting timing inside of distributor/440
[Re: ONEBADBIRD]
#1459940
06/29/13 05:51 PM
06/29/13 05:51 PM
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Joined: Nov 2003
Posts: 36,040 Lincoln Nebraska
RapidRobert
Circle Track
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Circle Track
Joined: Nov 2003
Posts: 36,040
Lincoln Nebraska
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25 initial sure sounds like alot. I'd set the initial in drive at idle speed with the E brake on using the vacuum gauge method. Then with that # in hand I'd shorten the slots to get 36 total (checked with vac adv capped). Then I'd toss the heavy spring with the long loop on one end & keep the OE light spring for a baseline & want to stay just under the pinging point at WOT up thru the gears on your hottest driest day. If it pings you can add a mr gasket or MP light spring where the heavy spring was (along with the OE spring of course) or can trim the "tips" of the weights. Then hookup/adj vac adv by driving at a steady high vacuum interstate cruise at or above the RPM where the slots are maxed out & want to stay just under the pinging point on your hottest/driest day & can solder strips of feeler gauge on the back side of the can on either side of the notch to limit the arms' travel into the can. Can file the notches (both sides) if more travel is needed then with a 3/32" allen wrench slow the curve onset till you are just under the pinging point in everyday driving under varied conditions on your hottest/driest day. bottom line stay as close to the pinging point within reason as you can and any pinging you can hear is WAY too much. To get you primed right now with a 3/32" allen wrench into the can nipple turn it 2 turns CCW & see if the medium throttle pinging you have goes away. Do each subsystem in order: initial/total/springs/vac adv (2 parts)
live every 24 hour block of time like it's your last day on earth
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Re: Adjusting timing inside of distributor/440
[Re: ONEBADBIRD]
#1459942
06/29/13 07:39 PM
06/29/13 07:39 PM
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Joined: Nov 2003
Posts: 2,715 closer to Canadian beer!
torkrules
I'm neurotic
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I'm neurotic
Joined: Nov 2003
Posts: 2,715
closer to Canadian beer!
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Quote:
I have a Mopar vacuum advanced/electronic/distributor in my rebuilt 440, The timing now is set at 25 initial and 36 total all in at I believe 2,300rpm's. I was informed that I should re-set it at around 18 initial. I have a little bit of knocking going on at medium throttle, and sluggish out of the hole but takes off great after cruising along. Can I adjust the slot/distributor with it still in the car or do I have to pull it out of the engine. I had help with it before, but just can't remember? Any instruction is appreciated! Thanks
I take it it is one of the newer, Mallory style MP distributors. There is a spring and key kit to adjust the total timing. You have to remove the rotor, reluctor and pick up to get at it. Probably easier to pull it out to do this.
There are two torx screws that lock the stops. You simply install the appropriate key (marked in distributor degrees) and move the stops until the key fits snug (some like to use two sets of keys as there are two stops).
Problem is the smallest key is only 14 degrees so the most you can use for initial timing is 22 if you want 36.
I think the biggest problem is the rpm that full timing comes in at. 2300 rpm is very aggressive for a street car running pump gas. Should be more like 3000-3500, but this depends on a number of factors (car weight, gearing, converter stall, compression ratio, head type, etc).
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Re: Adjusting timing inside of distributor/440
[Re: JohnRR]
#1459945
07/01/13 12:03 PM
07/01/13 12:03 PM
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Joined: Nov 2003
Posts: 2,715 closer to Canadian beer!
torkrules
I'm neurotic
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I'm neurotic
Joined: Nov 2003
Posts: 2,715
closer to Canadian beer!
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Quote:
You can do it with the distributor in the engine but why? You still have to loosen it up and rotate the distributor to reset initial. Why rish dropping a small screw where you don't want it to fall ?
I agree 100%. Any way, with that set up, 36 total should be about right. I think the curve is a little to fast. Might need heavier springs. If it likes all of that initial timing and it starts hot then set the locks to 14 degrees.
If you really want to know what the best initial point is, hook up a vacuum gauge and start at about 14 initial. Turn the advance up a couple of degrees at a time, while re adjusting the idle speed and mixture. Keep doing this until you hit the highest reading. That will be the best initial setting.
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Re: Adjusting timing inside of distributor/440
[Re: torkrules]
#1459946
07/03/13 11:51 PM
07/03/13 11:51 PM
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Joined: Sep 2005
Posts: 6,516 Santa Cruz, California
Lefty
master
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master
Joined: Sep 2005
Posts: 6,516
Santa Cruz, California
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This curve from Rick at Mopar Action works great in the 440's I've tuned - http://www.moparaction.com/Tech/quest/SLOW_CURVE.htmlBob, assuming sufficient octane vs. C.R., you need a curve something close to this: Under 1400RPM - no advance - set initial at 15 degrees BTDC 2000 - 10 dergees mech (25 total) 2500 - 20 degrees mech (35 total) - all in. Plus, at LEAST 15 degrees of vacuum advance under light throttle (50 deg. total, 52-55 better). If it currently doesn't go to full advance until 5500, you're giving up lots of power. If it currently has less (or no) vacuum advance), you're giving up LOTS of fuel economy and fouling plugs. Rick
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Re: Adjusting timing inside of distributor/440
[Re: ONEBADBIRD]
#1459947
07/04/13 10:14 AM
07/04/13 10:14 AM
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Joined: Mar 2008
Posts: 5,746 Ontario, Canada
Dodgem
master
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master
Joined: Mar 2008
Posts: 5,746
Ontario, Canada
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What are you doing with the vacuum advance? And more about the motor and cam. When i hear sluggish off the line I think vacuum advance hooked to manifold vacuum and being part of the initial and total timing??
Last edited by Dodgem; 07/04/13 10:17 AM.
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