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1964 GMC "Crustine"- Playing with the vacuum
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The idle circuit is in use at part throtle as you cruise at lower speeds. The amount of advance possible, when combining mechanical advance and vacuum advance, is called 'all in', or 'total advance'. At rpm I'm doing 40 mph with barely a touch on the pedal, and I know the throtles are hardly open and still within or slighly above the transfer slot. Planet Earth Posts 18, There are two kinds of vacuum ports. Here's a response to this question written by a former GM engineer: But it is not what was designed from the outset. For peak engine performance, driveability, idle cooling and efficiency in a street-driven car, you need vacuum advance, connected to full manifold vacuum. SDC and earlier Why wouldn't you want vacuum advance at all high vacuum conditions? Hooking your vacuum advance to manifold vacuum means your advance plate will be partially advanced over normal at idle, and when you step on the gas, the vacuum goes away and the advance plate retards until the mechanical advance takes over. The initial at idle timing is set without any vacuum attached. This requires that lean mixtures have "the fire lit" earlier in the compression cycle spark timing advanced , allowing more burn time so that peak cylinder pressure is reached just after TDC for peak efficiency and reduced exhaust gas temperature wasted combustion energy. Ported vacuum is taken from the venturi and vacuum is almost nil at idle and gets higher with rpm. Making sure your mechanical advance is working properly, and making sure your distributor plate is working properly so the vacuum advance can work is paramont to getting your timing curve correct. In modern cars with computerized engine controllers, all those sensors and the controller change both mixture and spark timing 50 to times per second, and we don't even HAVE a distributor any more - it's all electronic. I finally sat down the other day and wrote up a primer on the subject, with the objective of helping more folks to understand vacuum advance and how it works together with initial timing and centrifugal advance to optimize all-around operation and performance.
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Vacuum advance calibrations are different between stock engines and modified engines, especially if you have a lot of cam and have relatively low manifold vacuum at idle. What about the Harry high-school non-vacuum advance polished billet "whizbang" distributors you see in the Summit and Jeg's catalogs?
This meant the vacuum advance was inoperative at idle retarding spark timing from its optimum value , and these applications also had VERY low initial static timing usually 4 degrees or less, and some actually were set at 2 degrees AFTER TDC. Now, to the widely-misunderstood manifold-vs. SDC and earlier
In modern cars with computerized engine controllers, all those sensors and the controller change both mixture and spark timing 50 to times per second, and we don't even HAVE a distributor any more - it's all electronic. The centrifugal advance system in a distributor advances spark timing purely as a function of engine rpm irrespective of engine load or operating conditions , with the amount of advance and the rate at which it comes in determined by the weights and springs on top of the autocam mechanism. The ported is the carb outlet above the throtle plates, in other words, the highest one of the two.