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Carbed B20E Timing 140-160

uid 5098's pic
posted by  Sil on  Mon Mar 28 13:41 CST 2011
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last visit: Fri Oct 24 07:24 CST 2014
[RELATED]

New brake and fuel lines, new calipers, D-jet out, HIF6s on.

Valve lash adjusted to .018 when the engine was icy cold - radiator was out and that made it easier to get at the crank pulley bolt, which is a real pain with a double pulley and the viscous slip fan. Now I'll have to go back and do it again with a warm engine and the interfering stuff in front of it. What was I thinking! ;-(

OK, so much for history. Now the question:

I'm using the same vacuum retard (disconnected and plugged) distributor that was on there with the D-jet, and at the moment I'm getting 1000 rpm at 10° BTDC, going up to 1500+ when I advance to 20° BTDC.

What would be the most sensible initial timing with this set-up; 20° BTDC at 1500 rpm like the B20B, 10° BTDC at 600-800 rpm, like the B20E, if I can get the idle that low and steady (I have to fiddle with the carbs some more.), or reconnect the vac retard, and go for 20° BTDC at around 800 rpm and run the thing that way, backing off a few degrees if she pings too much going up-hill?

--
‘62 PV544 (B20, M41), '71 142E (Ex-automatic, now carbed), '93 240 Classic Wagon.






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