Subject: RE: timing
Author: Jesse Open
Date: May 11, 2003, 4:57 PM
Post ID: 1712952580
If you had checked the timing on all 4 VW cylinders you would have found
the #3 cylinder is retarded from the others. (Engines with oil coolers
under #3) The early EPA regs called for the timing specs to be set at
AVERAGE for all cylinders in some automotive applications. The timing
light trigger was to be placed over the coil lead rather than #1. The
light would show multiple flashes and you would just balance the marks
at average .
I wasn't supporting the practice for this application just spelling
out the option for those who care to.
In racing applications when running leaned out high compression engines
,cylinder to cylinder timing becomes critical . It is overkill IMHO for
these lawnmowers but some folks like the Nth degree !
Cheers
PEHA-@aol.com wrote:
| In a message dated 05/11/2003 8:16:20 AM Pacific Daylight Time, Beaver-@comcast.net writes:
I concur again. That's why one of my earlier posts suggested using a degree wheel and TDC tool to verify the accuracy of your flywheel or front pulley timing marks. However, accuracy is accuracy. Your justification for checking the gap/timing of the right cylinder is to be more accurate. If I was not fully confident that I had set the left side accurately, then, why would I have a grater level of confidence in my ability to gap/time the right side? I raced VW fours for years. I never heard of anyone checking the gap/timing of all four lobes of the distributor cam. I've tuned many V8 engines and certainly never heard of anyone checking gap/timing on ALL 8 lobes of that distributor cam. I just came up with that one and it is perhaps the best point to make my argument. It IS VERY important to insure that the mark you use for timing is accurate and that your ability to set gap/timing is accurate. But after setting the required cylinder, everything else is either wasted redundancy, or an invitation to induce further errors. Patrick |