locomotive engine timing is critical to the engine ’s real function . A by rights timedenginemakes sure the fuel is used decent and provides the maximum likely power from each spurt ( or injectant , if you prefer the technical terminal figure ) of gasoline . Timing an engine also maintain its moving parts in sync , which keeps them from crashing into each other , leave the engine inoperable .
There are some variations amongstignition system , but most car on the road can be timed by thestatic timing method . ( The other option is calleddynamic timing , which is done with the locomotive track down and require more expensive equipment , both factor that make the procedure a minute more daunting . )
A lot of new cars now contain timing by computer , but the absolute majority of car on the road still need this character of hands - on maintenance . If your engine need to be timed and it ’s got a distributor and a timing rap , it ’s probably a campaigner for stable timing .
motionless timing means that the locomotive ’s timing is set without actually running the engine . Considering the extent , complexity and disbursal of tools uncommitted specifically for engine timing , skeptics may wonder if an railway locomotive can be accurately time in a private road with a couple of tools that be about as much as a couple case of decorous beer . But if you pop the exhaust hood and can easy identify the distributor and timing belt , you ’re probably up to the challenge . And rest assured , hot rodders and weekend racer would n’t steer you wrong .
When do you static time an engine?
Literally , when ? Under what luck does an engine take to be clock ? And how do you have a go at it if you could use the still timing method ?
Enginesneed to be timed ( or re - timed ) whenever the timing is off . pee-pee sentiency , right ? This can befall naturally and step by step as the car is drive , and will often make itself have a go at it by causing the pinging or bump sound that are the result of the locomotive engine ’s rhythm running out of sync . When the timing is slightly off , the fuel and airwave wo n’t be precisely injected to mix at on the dot the right time and place . At best , the car will fly the coop a little less efficiently than common , and the railway locomotive will probably be pretty noisy . More likely , the automobile will draw perceptibly poor , fuel economywill take a dive and sounds coming from under the hood will extract the railway locomotive ’s displeasure . And at sorry , the engine will slip so far out of time that its moving parts can really doss down into each other , causing the pauperization for a full railway locomotive alternate or at least a dear and extensive valve - repair job .
Because the locomotive engine ’s precision can start to go down over the course of action of normal operation , chances are you ’ll have to handle with an engine timing issue at some point during a motorcar ’s lifespan . If the timing is off , it can cause a lot of drivability issues . If the engine knock , the timing might be too ripe ( but since other problems can cause this symptom , it ’s effective to do a bit of troubleshooting before experimenting with repairs ) . And often , when the engine is take apart and quicken , it ’ll have to be re - timed as part of its reassembly . A honest example of this is a timing belt replacement . Since timing belt ammunition have a life of about 60,000 mi ( 96,561 kilometer ) ( give or take ) , chance are , if you own your car for a few years , this subroutine will finally be part of its required maintenance . The timing belt itself is just a few bucks , but if therubberwears through or a tooth wear out down , it ’ll in all probability break apart at least a couplet valves in the engine . A received four - stroke engine ( like the one you ’re likely dealing with ) is designed so the crankshaft rotate twice for each time the engine fires . If you ’re looking at all the locomotive engine ’s moving parts and rub your head , you might not love if that sounds like a lot , or like not very much at all . One thing ’s for certain , though – it ’s a exact machine and there ’s no room for error .
That sound out , because inactive timing is consider to be pretty easy for someone with even introductory mechanical skills , it ’s stock for the layer of engine - related chores that can be completed in an average home service department . Static engine timing , because of its relative gentleness , is also recommended prior to commence a new or rebuilt engine for the very first time . If you bought a crateful engine to install in your weekend ride or you had a machine shop make some expensive pinch to the railway locomotive on your Harley , static timing is believably the best way to homework for your inaugural ocean trip .
Static Timing Explained
If you ’re timing theengineas part of a larger repair process ( like replacing a timing whack ) , you ’ll want to start by getting off on the right foot – make certain you could site the timing marks ( or notches ) on the flywheel and cam . If they ’re careworn or intemperate to see , you might want to mark them with a mo of white paint so they ’re easier to see . You do n’t require to be hunting for them later while you ’re struggle to get everything lined up .
All you need is a mental test light and a socket or wrench ( the sizing of the socket will depend on your specific engine ) . A test spark is a humble hired hand - held creature that resemble a screwdriver with wires coming from the end . One of the wires is cop up to the power source of whatever is being tested ( in the case of locomotive timing , it is normally the distributer ) and the other conducting wire provides ground . ( Some cost - dilute versions of the test twinkle pretermit the ground wire , but they ’re so inexpensive anyway that it seems like a really ineffective way of life to save a few horse . ) The " screwdriver " tip is then touched to whatever is being prove for voltage – if there ’s world power , the tryout sparkle will show result by straighten out a minuscule light bulb embed in the handle . This wide-eyed little setup is deadly useful for static timing , and also often handy when trying to troubleshoot irregularities in the electrical system .
Locate the top dead center marker on your fruitcake pulley-block . ( From here on out , this will be referred to as TDC , just like the repair manual do it . ) TDC can be marked on the crankshaft pulley or the flywheel , and is often found on both . Check your railway car ’s repair manual of arms to name the right timing for your engine – in degrees . It ’ll be in reference to TDC , such as forthwith at TDC or several degrees before or after TDC . The proper timing varies from car to car , so always see to it your owner ’s manual or shop manual of arms . ( At the right number of degree before TDC , both the intake and exhaust valve will be closed . Not crucial for setting the timing , but helpful for general understanding of how the engine works and why timing is localize the way it is . )
Use your pull or sprocket to pass on Methedrine the engine clockwise so that the telephone number one piston is at the top of its compression stroke . verify the right timing bell ringer is describe up with the crinkle in the crankcase . If you change state too far clockwise , rotate it about 30 degrees back ( counterclockwise ) before go forward again to find the correct view . Go more slowly next time !
Take off the distributer cap and take a peek inside . Identify the rotor coil and take care for a small notch inscribe on the inside bulwark of the distributor . This is where the rotor coil should be align when the act one plunger is in firing position , but if your engine ’s ever been break up before , this might not be the case . So take the time to properly align it by loosen the electrical distributor drive clinch bolt .
Next , sour your ignition on , but do n’t jump the car . Switch it on as if you were ride in a parking lot heed to the radio . Do n’t zigzag it . If the engine crank , you ’ll have to switch it off , get back under the hood , and start over from the start . The end is to merely providebattery powerso the mental testing light will work .
Hook up your tryout light . Clip it to the distributer wire , make certain it has a good land , and impact the positive terminal to the ignition point . If the lite illuminates , you ’ve done it right .
Now , lightly turn the distributor back ( clockwise ) until the light die out . Then sour it forward ( counterclockwise ) until the light comes on . Do n’t go past the point it comes on and call it good – you want to identify the tight spot potential to when the test light actually clear up . Do it again if you ’re not certain . Then tighten the distributor back into place . Remember , this is just a starting point – you ’ll also need to have your railway locomotive dynamically timed for optimum performance or fuel economy .
If your engine is new , you ’ll probably require to check and reset the timing after your engine ’s break - in period is complete . The heating system and cool down of the metal parts will affect the timing ( which is all normal and not a reason for vexation ) . And if your locomotive it is n’t new , it might be a good idea to warm it up before you set the timing ( if possible , and assume it ’s running ) for the same reasons . Be careful raise the hood and poking around a red-hot railway locomotive embayment , though !
you’re able to ensure the timing is determine the right way by deal - cranking the railway locomotive counterclockwise a fourth part turn , and then , returning it very slow clockwise . If the engine is timed right , the test twinkle will flash as the timing marks line up . If so , felicitation . If not … well , start over . At least it was n’t that concentrated .
Lots More Information
I ca n’t in good conscience actually advise anyone to embark upon the engine timing subroutine , even if I ’m comfortable researching and report on how it ’s done . Especially – particularly ! – if you think that , just because the engine is n’t running , it ’s safe from damage . Not the case . time an locomotive might actually be relatively simple , in praxis – that ’s what all my exes say , even as they resist to let me attempt it myself .
" It ’s simple , " they all assured me , " but you do n’t want to know up your engine , do you ? " ( Again , of trend , was the unspoken implication that string up in the air with the tang of a chemical haze , until I ’d turn on my heel and stomp off , to go wax my wheels or do some other task that did n’t have potentially disastrous consequences . ) After paying a automobile store to port and polish my valves , though , the last matter I desire to do was crash them with a loose-fitting twist of the wrist .
Perhaps after an upbeat and confident overview – an angel on the articulatio humeri , rather than a devil – still railway locomotive timing might seem approachable and achievable . At the very least , learning how an locomotive is time , and why , is more helpful than a curt and ranking , " Nope , you ca n’t do it . "
