MAIN HOME PAGE > Technical T O C > General Engine Specs > Ignition Conversion Page 1 > Basic Start-up and Adjustment Special thanks to John B. at: johnb66@aol.com for submitting the following infoBasic Start-up and Adjustment
NOTE:
The procedures outlined below are for tuning of the Mopar Performance Ignition Conversion Kit on all vehicles and all vehicle conversions.Additional tools required:
Distributor Wrench
Timing light
3/32" allen wrench
Install new spark plugs gapped at .035 inch
- Install spark plug wires. If you have fresh, high-performance wires, it is ok to use them again. If your wires are more than 2 years old, or are standard performance wires, it is strongly suggested to install a new set of high-performance ignition wires. If reinstalling old wires, remove them from the distributor cap one at a time and transfer them to the new cap and corresponding spark plug. If new wires are being installed, start with the number one wire in the same location as noted in step #3, and work your way around, one at a time. The firing order on all Chrysler V-8 engines is 1-8-4-3-6-5-7-2. The "A" engines (273, 318,340 and 360) have clockwise distributor rotation. The "B" engines (361, 383 and 400), "RB" engines (413 and 440) and the 426 Hemi have counter-clickwise distributor rotation.
- Connect a timing light to the battery and #1 spark plug wire.
- Check to make sure that the vacuum advacne hose is still disconnected from the distributor. Tempoarily plug the vacuum advance hose.
- Start the engine. The ballast resistor may begin to smoke after the initial startup. This is normal but the smoking should subside after the engine has run for a couple of minutes.
- Set the initial timing at 5° ± 2° BTDC and tighten the distributor hold-down bolt so that the distributor housing will not rotate. Re-check the timing setting to be sure the distributor did not move while being tightened. Re-set the timing if necessary. Disconnect the Timing light.
- Leaving the vacuum hose disconnected and plugged, test the vehicle. After the engine is fully warmed up, make 2 or 3 full throttle runs. The runs should be made in hight gear if possible. If the engine does not have any detonation, (spark knock), the initial timing setting is ok. If the engine does detonate, reduce the initial timing by 2°. Re-run the full throttle test in high gear. Repeat this procedure until the engine does not detonate.
- Once the initial timing setting has been completed, unplug and reconnect the vacuum hose to the distributor. With the vacuum hose connected, make 2 or 3 steady, part-throttle runs. There should not be any detonation, surges or hesitation in the engine. If there is, the vacuum advance unit is adding too much advance to the spark curve. If so, with the engine turned off, disconnect the vacuum hose. Carefully, insert a 3/32 inch allen wrench into the fitting where the vacuum hose was connected to the vacuum canister. You will be able to feel the allen wrench go into an internal allen screw used to adjust the amount of advance provided by the canister. Be careful not to puncture the diaphram inside the canister. With the allen wrench plugged into the adjusting screw, turn the allen wrench 1/2 turn (180 degrees), clockwise to reduce the vacuum advance approximately 2 to 3 degrees. Remove the allen wrench, reconnect the vacuum hose and rerun the part-throttle test. Repeat this procedure until the detonation, surging and/or stumbling is eliminated.
Proceed to Ignition Tuning for Maximum Performance
[ HOME | History | Tech Info | How To | Your Photos | Communications | Products | Services ]
