![]() Rather than locking your timing in, the ten degress of vacuum you get with manifold vacuum and the stop allows your engine to still start easy. The idea for using manifold vacuum and a stop is so that you'll have more timing there when you punch it. This take some experimenting, but you'll get it. I found the lightests springs in the Crane kit (which seemed kinda generic) were to light. I really need timing tape, but I made a new mark that works pretty good. Then springs and weights take me too around 32 degress. In my LeSabre I have the initial timing at 10 degrees, then 10 more degrees of vacuum as soon as I fire it up. ![]() I use a vacuum stop and manifold vacuum as per former member ignitionmans specs. So what are the benefits to using the manifold side? o No: Now if I hook up the distrubutor to the manifold side and if my limter plate was set to only allow 8 degrees, I would have 25 (17 initial with no vacuum) for inital and 40 degrees (32 with no vacuum) full advance correct? Going this route wouldn't my initial be to high? Using the ported side, it keeps my initial down but when I get on the gas it also increases the advance. On the manifold vacuum, I get roughly 23 psi at idle and with a rev, it will drop quickly to about 10 psi then rebound quickly back up to 23 psi. On the ported side, at idle it might be pulling 1 psi but when I give it a rev to open up the mechanical to 32 degrees, the ported vacuum jumps to about 18 psi. Today, after some further investigating, I decided to do some vacuum readings on both the ported and the manifold. For my situation, would I be better to stay with the ported side? ![]() Would it be safe to up the total to 34 with no vacuum or would I be pushing the initial too far? Also, I have heard many opinions about using the ported and the full vacuum. Not sure if my math is correct, but with the above numbers, is the vacuum can making the 16 degrees difference between the non vacuum numbers and the numbers with the vacuum attached? As it stands, the engine sounds healthy with no pings. Now when I plug back in the vacuum line which is currently attached to the ported side of the carb, my initial jumps to 18 and at 3000 rpms, I am hitting 48 total degrees. The little instruction sheet that came with the kit were right on target when they said about full advance at 3 grand. I put in the lightest springs that were in the moroso kit and also installed the weights that came with as well. My initial timing is 17 and reaches 32 degrees at 3000 rpms with no vacuum. The limiter plate was made as such from the photos that ignitionman have provided. Yesterday I tackled my timing on the 350 in the 5000 lb LeSabre and I think it has improved performance but can I do better? As of right now I altered the vacuum can and put a limiter plate in but I think I have to do some more readjusting. I have done many searches on the board here to find the answers and I am still unclear about some issues regarding the timing of the motor.Īnyways.
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