![]() On auto advance (auto retard actually) ignitions, if they still started without kickback, all was good to go. A good safe recommendation for most any engine. That's where the current almost standard recommendation of 28 - 30 degrees came from. Just that simple procedure always produced a max advance between 26 - 32 degrees. With too much advance, they would run rough so you backed the timing off a bit which usually produced the highest RPM. Heck back in the day, we rough set the timing and went on to fine tune the timing for smoothest engine operation at high speed. Goodle searches should find these curves. Even there, many curves have been published with no exotics shown with pretty much a straight line for the curve from idle to somewhere in the 4000 RPM range. But even there it would be easier and offer more precision if you built a test fixture to measure advance. Now if you want to know the advance curve of our ignitions, that is another matter. It just isn't necessary! I could do the whole process in way less time than it takes to type this response. I still wonder why you're trying to make timing our relatively simple engines and ignitions so horribly complicated. I couldn't do a test if I wanted to these days as my only remaining timing light is buried in storage and I haven't owned an automotive engine that I could check timing on by conventional means in many years now. That was some years ago and I have every reason to believe that newer ones are probably better. If you read my earlier posts, I said that any lights I ever used in the past were not accurate on the dial back function. Turning the dial further adds a variable that can also be calculated into the mix allowing you to only have to time to the TDC mark. From that, you can determine a third value which would be spark position that can be displayed by the strobe effect of the light. From the plug wire sensor, it can only determine that there is a spark and how often that spark occurs which are two variables. ![]() It can't just suck the reading out of the air. The light has to make a calculation based on several variables. to change the point where the light flashes in relation to the dial setting. It may not be giving you an RPM reading on a display but it has to measure RPM in order to be able to calculate the crank angle. There are no settings on my timing light for number of cylinders or 4/2 stroke. I recommend you do the same experiment with your dial back light to see if it is accurate.The strobe light is just reading crankshaft angle, not RPM. I did the same experiment on my 2 stroke ZDZ and presto is also read the same. First I saw the frozen image at 38* on the balancer mark then I dialed back the light to TDC and read the degree dial which said 38*. I have a very accurate calibrated harmonic balancer on my 502 with a lock out ignition system at 38 degrees. Read and clear OEM level diagnostic trouble codes (DTC).I just did a calibration test on my Snap On dial back light. Perform dealership level routines, self-tests and calibrations for diagnosis, service and repairs. View, graph, record and playback live data.Įnable and disable actuators, relays and components. Read and clears OEM level diagnostic trouble codes (DTC) includes OEM details. Professional-level functionality for reading and clearing fault codes monitoring, graphing, recording and playback of live data performs bi-directional controls, routines, relearns and calibrations for vehicle on-board systems. Read permanent diagnostic trouble codes (PDTC) for Powertrain. ![]() Read vehicle information (VIN, CAL ID, CVN, IPT). Read pending diagnostic trouble codes (DTC) for Powertrain.Ĭontrol of on-board system, test or component. View on-board monitoring test results for specific monitored systems. ![]() View oxygen sensor monitoring test results. Read current diagnostic trouble codes (DTC) for Powertrain.Įrase diagnostic trouble codes (DTC) for Powertrain. Identifies three (3) levels of vehicle fault severity. View vehicle conditions recorded by the on-board computer at the time the emission-related fault. View trip cycle procedures that instructs how to drive the vehicle in such a manner to meet the required “Enabling Criteria” to run and complete its diagnostic testing. ![]() View monitor readiness status for gasoline and diesel engines. Professional-level functionality for reading and clearing OBD2 powertrain emission-related fault codes viewing freeze frame and I/M data monitoring, graphing, recording and playback of live data, vehicle information and performs emission readiness testing. ![]()
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