REFLECTOR: Lycoming IO 360 Timing
Scott Derrick
scott at tnstaafl.net
Thu Aug 26 11:56:49 CDT 2004
Of course if you use the LSE flywheel/magnetic trigger option you are
always right on, unless you strip your cam shaft gear. This also
eliminates "ALL" moving parts from the EI, a very good thing.
Scott
At 09:58 PM 8/25/2004, you wrote:
><...But I'm sure with Jeff's method of the pin in the case face to the
>gear you will be just fine for your timing ...>
>Can I be forgiven if I'm not convinced? I remember back in another life
>when I was in the auto repair business, we replaced distributors that way
>- set the crankshaft where we wanted the timing, installed the
>distributor, rotated it until the points opened (determined electrically)
>and clamped it down. THEN we timed it with a timing light. Typical
>error: a degree or two one way or the other deg one way or the
>other. Setting the initial timing by visually watching the points open
>generally resulted in 2-4 or 5 deg error. THAT would be the equivalent of
>using a pin to position the shaft. It's not good enough for me. E-Mag
>lights a light for you when the firing signal is generated and slick mags
>will give you an electrical indication (if you invest in a buzz box). I'm
>going with E-Mag for a variety of reasons (not least that Jeff Rose is out
>of business). I aim to do my initial timing with a timing light one way
>or another.
>Inability to accurately set initial timing is 3 or 4 points of defeating
>the purpose of EI.
>
>I am determined to do better than functionally check the chip and time
>with a nail .... Jim S.
>
>
>Dave Dent wrote:
>
>>You are right to a point. But you must take into consideration gear lash
>>and pin looseness. I am sure that with just the rivet on TDC you would get
>>close enough for anything that would not cause any trouble to the engine.
>>These engines are very loose in the tolerances that it wouldn't make much
>>difference plus or minus one degree plus or two degrees minus. But two
>>degrees plus could cause problems. Like I said, "I was running 10:1
>>compression". That is why I checked it with the meter. But I'm sure with
>>Jeff's method of the pin in the case face to the gear you will be just fine
>>for your timing. Some people just want it to the Nat's eye.
>>Dave
>>----- Original Message ----- From: "Jim Sower" <canarder at frontiernet.net>
>>To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
>>Sent: Wednesday, August 25, 2004 5:15 AM
>>Subject: Re: REFLECTOR: Lycoming IO 360 Timing
>>
>>
>>
>>
>>>Doesn't all this presuppose that the unit is installed (clamped to the
>>>accessory case) exactly where it is supposed to be? Sounds like you're
>>>describing a test of the internal timing logic, but NOT the position /
>>>adjustment of the unit on the engine. Like, if you loosen the hold down
>>>bolts and rotate the unit a couple of degrees, will that be indicated on
>>>the volt meter?
>>>
>>>What am I missing here? .... Jim S.
>>>
>
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