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rv8striker(at)hotmail.com
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 Posted: Sat Dec 09, 2006 8:04 am Post subject: Engine timing |
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List,
I just did my first annual condition inspection. When I checked the timing I referenced the Lycoming Operators Manual, under specifications, and set the timing to the 20 degrees that it called for. On a ground test run I was not happy with the way it ran and suspected the timing was incorrectly set. A search of the list archives and a check of the Lycoming web site offered no help. So...I made a quick call to Lycoming and the advice I got was "what does it say on the data plate"? Duh! I felt a bit stupid but there it was, plain as day, "25 degrees".
I just wanted to get this in the archives so the next guy won't have the same problem.
Steve Struyk
St. Charles, MO
RV-8, 74 hours
[quote][b]
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Kellym
Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ
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| Posted: Sat Dec 09, 2006 5:02 pm Post subject: Engine timing |
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Small explanation of why you have to reference the data plate. Lycoming
about 30 years ago had a problem with cylinder heads flying off of a few
IO-360s with very old cylinders, in cold weather, where the engine was
producing more than rated power. So they decided to retard the timing
for IO360s from 25 to 20, which meant the impulse coupling or retard
breaker also had to be advanced 5 degrees so you still start at TDC.
They did this through a Service Instruction.
I don't know that they changed anything for the 8.5 compression engines
like the O-360. On most newer IO360s you will find 20 degrees called
for, but older ones take 25(and produce more power).
Steve Struyk wrote:
| Quote: | List,
I just did my first annual condition inspection. When I checked the
timing I referenced the Lycoming Operators Manual, under
specifications, and set the timing to the 20 degrees that it called
for. On a ground test run I was not happy with the way it ran and
suspected the timing was incorrectly set. A search of the list
archives and a check of the Lycoming web site offered no help. So...I
made a quick call to Lycoming and the advice I got was "what does it
say on the data plate"? Duh! I felt a bit stupid but there it was,
plain as day, "25 degrees".
I just wanted to get this in the archives so the next guy won't have
the same problem.
Steve Struyk
St. Charles, MO
RV-8, 74 hours
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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
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klwerner(at)comcast.net
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| Posted: Sun Dec 10, 2006 9:41 am Post subject: Engine timing |
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Steve,
What happens if one uses one (or two) Lightspeed Electronic Ignitions with their variable timings (and therefore potential power enhancement). I mean the whole thing about EI is the flexibility in timing versus a fixed magneto. Does that mean anyone using an LSE may risk blowing a jug off of an IO-360 by producing to much power/ -combustion pressure?
Konrad
Do not archive
[quote] ---
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rv8striker(at)hotmail.com
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| Posted: Sun Dec 10, 2006 2:04 pm Post subject: Engine timing |
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Sorry, you're asking the wrong guy. I'm clueless about electronic ignition. My original post did not mention it but I'm running an O-360-A1A with dual Mags. (old school I guess) In response to my post (it's in the archives) a Mr. Kelly McMullen seemed to be very knowledgeable on the subject. Perhaps he could enlighten those of you with electronic ignition.
Steve Struyk
Do not archive
[quote] ---
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lhelming(at)sigecom.net
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| Posted: Sun Dec 10, 2006 3:16 pm Post subject: Engine timing |
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The EI should sense the rpm is below 200 and know it is starting time and not running time. It therefore changes the retard timing so it fires at DeadTopCenter rather than 25 degrees Before DTC. The impulse mag can have different settings. Some fire at 5 degrees before DTC and some at DTC. If you ever might hand prop your engine, you want the DTC impulse mag to reduce chance of a kick back which is bad for your starter. Indiana Larry
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Kellym
Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ
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| Posted: Sun Dec 10, 2006 4:24 pm Post subject: Engine timing |
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Advanced timing is fine at reduced power, but 25 is about the limit at
full power. You need to know what the parameters are for the system you
are using, and set the timing appropriately. Even automotive systems use
very little advance at full throttle and low rpm, then advance as rpm
increase and/or throttle is reduced.
Konrad L. Werner wrote:
[quote] Steve,
What happens if one uses one (or two) Lightspeed Electronic Ignitions
with their variable timings (and therefore potential power
enhancement). I mean the whole thing about EI is the flexibility in
timing versus a fixed magneto. Does that mean anyone using an LSE may
risk blowing a jug off of an IO-360 by producing to much power/
-combustion pressure?
Konrad
Do not archive
---
| | - The Matronics RV-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV-List |
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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD |
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