Tech info wanted; Lean Burn Dist
I get queasy looking at the waveforms, nothing I would consider using for accurate timing control. The variation in amplitude is not a good thing, nor the magnetic leakage from second pickup magnetic circuit.
I get queasy just trying to figure out what is trying to be accomplished, here.
Let me explain where ~I~ am "at" with this dual-pickup, Lean-Burn distributor.
I bought it to utilize its two pickups as a dual-timing system for my turbocharged 225 slant six. What I got was a distributor that has, indeed, two pickups at different locations (as I wanted,) but the unfortunate part is, I cannot seem to find out the amount of difference in the timing of the two pickups. I am hoping it will be approximately four, five, or six degrees. Nothing more than six. The two pickups were put there by the factory so that one could be used (it was retarded "X" number of degrees) for starting. Just what the amount of retard is, is my question.
My reasoning is this: My engine is having trouble generating enough torque at 2800rpm, to pull itself up tp 3200 rpm against the converter (at stall.) I NEED that 3200rpm to leave the line with as much acceleration as the desired performance requires. Right now, it just doesn't generate sufficient "grunt." My 60-foot times are not fast enough, due to a lack of launch acceleration; I want to fix that, if I can.
My timing is locked at 18 crank-degrees. Turbocharged engines have totally-different spark-timing requirements than naturally-aspirated ones. The flame front in a boosted engine moves across the piston top much faster than the flame front in a naturally-aspirated engine.... so, not as much advance is required.
The way I would use this distributor is to set the timing with the "advanced" magnetic pickup, at, say, 24 degrees, and stall the engine against the converter with that "advanced" spark lead (this is assuming a 6-degree difference in timing, between the two pickups,) and once the car is underway, switch to the other (retarded) pickup for normal, eighteen-degrees timing, for the rest of the trip.
That's all there is to it! All it takes is a DPDT switch and a few feet of wire.
I am frustrated by the fact that no one seems to know the location of the two pickups, operationally. I am pretty sure you can't look at the relationship between the reluctor(s) and the magnetic pickup(s) and tell exactly when the plug will fire.
So, I guess I'll just wire them up and watch the timing light to see the actual position of the crank when they fire with first, one; then the other, and that will tell me what I need to know. I just hope that the difference in the positioning of the two pickups is not more than six crankshaft-degrees, That is about what I need.
Thanks for your interest! :cheers:
