Timing
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Tuned
Joined: Feb 2004
Posts: 339
Likes: 3
From: Saudia Arabia
Timing
What is the proper way to time the I-6, 300 Ford engines?,
a friend of mine said to advance the timing by 3 deg in order to get a quick response when accelerating.
Nothing mentioned in Haynes or other books to retard or advance the timing.
I just want to make sure I am doing the correct timing.
a friend of mine said to advance the timing by 3 deg in order to get a quick response when accelerating.
Nothing mentioned in Haynes or other books to retard or advance the timing.
I just want to make sure I am doing the correct timing.
Lead Driver
Joined: Jul 2009
Posts: 6,477
Likes: 19
From: Sheffield, AL
Welcome back, Hamid!
The books will talk about using a timing light [i.e. 6, 8 or 10 degrees BTDC]. An alternative method is to use a vacuum gauge. There are many threads describing this as well as much on the Internet, but basically, with the engine thoroughly warmed up, disconnect the vacuum advance from the distributor and plug the vacuum line. Next, connect the vacuum gauge to manifold vacuum [not ported] and idle the engine. With the hold down bolt for the distributor loosened a little, slowly rotate the distributor back and forth until you obtain the highest number on the gauge. Depending on engine condition and altitude, this will be around 20-21.5 as seen on the gauges used in the USA. Once this is found, tighten the distributor bolt and hook the distributor vacuum line back to the cannister.
Take the truck for a drive and listen for ping when accelerating. If it does ping, repeat what was described above and rotate the distributor clockwise [retarding the timing] so that the highest number drops by one [i.e. 20.5 to 19.5] and drive again. If no more ping, try adjusting again splitting the difference [19.75]. This way you will optimize the timing for your specific engine.
The vacuum gauge can also be used to set the air/fuel mixture screw, but that is another story.
Good luck, my friend!
The books will talk about using a timing light [i.e. 6, 8 or 10 degrees BTDC]. An alternative method is to use a vacuum gauge. There are many threads describing this as well as much on the Internet, but basically, with the engine thoroughly warmed up, disconnect the vacuum advance from the distributor and plug the vacuum line. Next, connect the vacuum gauge to manifold vacuum [not ported] and idle the engine. With the hold down bolt for the distributor loosened a little, slowly rotate the distributor back and forth until you obtain the highest number on the gauge. Depending on engine condition and altitude, this will be around 20-21.5 as seen on the gauges used in the USA. Once this is found, tighten the distributor bolt and hook the distributor vacuum line back to the cannister.
Take the truck for a drive and listen for ping when accelerating. If it does ping, repeat what was described above and rotate the distributor clockwise [retarding the timing] so that the highest number drops by one [i.e. 20.5 to 19.5] and drive again. If no more ping, try adjusting again splitting the difference [19.75]. This way you will optimize the timing for your specific engine.
The vacuum gauge can also be used to set the air/fuel mixture screw, but that is another story.
Good luck, my friend!
Postmaster
Joined: Dec 2006
Posts: 3,603
Likes: 10
From: Spokane, WA
Actually the timing and AF mix adjustment is the same procedure and can be done at the same time. First adjust the timing as described by 1986fi50six to the highest steady reading. Then go to the carb and adjust in the same manner. Go back and forth between the timing and the carb adjustment, drive and try. If further adjustment is necessary use the same procedure until you find the spot your truck likes to run at.
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