![]() Was very hard to start.Īfter that we went to 7.5 from the white mark thinking it was TDC. Initially we set the timing (test light) at TDC. ![]() Posted: Mon 11:45 am Post subject: Re: Timing, Pulley, and Notches Posted: Sun 6:28 pm Post subject: Re: Timing, Pulley, and Notches i am 100% new to all of this! Terrible how? Thanks! So, I should be good at this 7.5 right? ![]() Posted: Sun 6:09 pm Post subject: Re: Timing, Pulley, and Notches Most find 30BTDC or even 28BTDC a better max setting. retard the timing so it comes down to 32BTDC or less. This makes sure the mechanical advance does not push the engine into detonation.Įven if your idle timing is 7.5BTDC but the mechanical advance takes you above 32BTDC. This test is done with the vacuum advance disabled as it is ONLY checking the mechanical advance. You do not want to read more than 28-32BTDC once the mechanical advance has fully added timing on top of the initial timing setting. You should also do as Cusser suggested and confirm the distributor is not over advancing. Running that distributor at the 5ATDC timing would have been terrible! Whew! Good thing Cusser had you check your distributor model. Posted: Sun 5:51 pm Post subject: Re: Timing, Pulley, and Notches Posted: Sun 5:28 pm Post subject: Re: Timing, Pulley, and Notches No, Tim this time you missed (no pun intended) Posted: Sun 4:24 pm Post subject: Re: Timing, Pulley, and Notches So, the V notch on the other side of the pulley is your timing mark. The dimple on the other edge of the pulley is TDC. Posted: Sun 4:12 pm Post subject: Re: Timing, Pulley, and Notches All manual transmission except for the Yukon. The '71 now has the 1835 engine, swapped from the '70. But the question is: what distributor are you using, and do you plan to use a timing light at full advance as well ?ġ970 VW (owned since 1972) and 1971 VW Convertible (owned since 1976), second owner of each. You'd measure 7.5° clockwise from that point if you really want to static-time at 7.5° BTDC. The dimple on the rear part of the pulley is TDC for #1 or TDC for #3. The white mark on the forward part of the pulley is 5° after top dead center, that's what the 1973 distributor used for its timing. Read and clear OEM level diagnostic trouble codes (DTC).Posted: Sun 4:11 pm Post subject: Re: Timing, Pulley, and Notches 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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