Ignition timing point
Re: Ignition timing point
Series 1 flywheels have 104 teeth. Series 2 flywheels have 126 teeth.
Re: Ignition timing point
Is it possible that the springs that delay the advance function can be weakened? I guess I have the original distributor on my car, and that nothing has been replaced since new, in 1974. When I do a static ignition point adjustment, at 8 degrees, the stroboscope check gives approximately 15 degrees, at 800 rpm's. Hard to tell exactly how many degrees, but the mark is almost outside the inspection window. Earlier in this post I read that the advance function should start at 1000 rpm's. The springs are correctly attached and there is nothing strange as I can see. Not twisted, or damaged in any way. Can they just have become weakened after 50 years?
Re: Ignition timing point
Good question. Often I am suspicious about the springs like you. In practice it is not necessarily bad. There are other things which may influence the curve such as play on the spindle, play on the pins holding the centrifugal weights etc.
What we need is a low cost instrument to check the advance curve of the distributor on the bench. If someone knows where to buy such an instrument, I would be happy to hear that.
New springs should be available. Possibly from Omicron Engineering. An alternative solution is to install an electronic distributor like the 123 system. At Casa Lancia we have them in stock and we can install them.
Due to the narrow V construction, the Fulvia engine is short. That means a short crankshaft with only 3 main bearings. The crankshaft bends and flexes more than a crankshaft with 5 main bearings such as the one in the Lampredi engine of the Beta's and later. It makes the engine sensitive to too much advance ignition. Ignition advance may cause damage to the center main bearing much quicker. On the other hand engines are usually not blown up at idle but at higher power settings. If you have a digital strobe, you can check the advance over a larger rpm range and make sure that at least the advance ignition never exceeds the maximum advance at higher rpm.
I do not recommend a vacuum version of the 123. It would just increase the risk of running the engine with too much advance ignition. Even if you do not connect the vacuum. You may one day drive the car in the mountains. Also avoid the Tune version for same reason. The standard curves are the best under a wide range of circumstances with Euro95, Euro98, E5.
What we need is a low cost instrument to check the advance curve of the distributor on the bench. If someone knows where to buy such an instrument, I would be happy to hear that.
New springs should be available. Possibly from Omicron Engineering. An alternative solution is to install an electronic distributor like the 123 system. At Casa Lancia we have them in stock and we can install them.
Due to the narrow V construction, the Fulvia engine is short. That means a short crankshaft with only 3 main bearings. The crankshaft bends and flexes more than a crankshaft with 5 main bearings such as the one in the Lampredi engine of the Beta's and later. It makes the engine sensitive to too much advance ignition. Ignition advance may cause damage to the center main bearing much quicker. On the other hand engines are usually not blown up at idle but at higher power settings. If you have a digital strobe, you can check the advance over a larger rpm range and make sure that at least the advance ignition never exceeds the maximum advance at higher rpm.
I do not recommend a vacuum version of the 123. It would just increase the risk of running the engine with too much advance ignition. Even if you do not connect the vacuum. You may one day drive the car in the mountains. Also avoid the Tune version for same reason. The standard curves are the best under a wide range of circumstances with Euro95, Euro98, E5.