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With regard to timing a V4 Saab/Ford engine, here is Jack Ashcraft's method for timing the V4:
1. Remove the engine cover from the front clip. Clean the front engine cover to reveal the raised marks on the timing cover. From left to right they are 3o ATDC, TDC, 3 o, 6 o, & 10 o BTDC. Note that the crankshaft rotates anti-clockwise.
2. Set the timing with a strobe light attached to the no. 1 cylinder's spark plug wire. (No. 1 cylinder is the one behind the alternator).
3. Disconnect the other 3 spark plug wires from the spark plugs and the hose from the carburetor to the vacuum control unit. If your car still has the hose from the intermediate plate (below the carburetor) to the second connection on the vacuum control unit (for retard) disconnect that hose also.
4. With an assistant turning the engine over, set the ignition timing at six degrees before top dead center (BTDC). Loosen the bolt at the base of the distributor and rotate the distributor as required to set the timing at six degrees. Re-tighten the bolt. Re-check the timing--it should still be at six degrees BTDC at cranking speed.
The reason for setting the timing at cranking speed (instead of at idle speed) is that many Bosch distributors pick up mechanical advance at as low as 300 RPM distributor/600 RPM engine. Therefore, since the normal idle speed is 1000 rpm, one can have as much as 5 degrees advance! Under these conditions, if the timing is set at what you think is 6 degrees, you will actually have 11 degrees. Too much initial advance and too much maximum advance can cause pre-ignition (pinging) and a lot of heat build up in the cylinder head, to the point that you can burn a hole in the crown of the piston--right below the position of the spark plug.
5. With your timing set at 6 degrees BTDC at cranking speed, hook everything back up that was removed in step 3 and recheck the timing at idle speed. You will quickly see what your distributor is doing.
6. On a flat parking area, with the spark plugs removed, distributor cap removed and the transmission engaged into 1st or reverse gear, push against the front of the car to advance the heel of the contact breaker onto the highest point of the cam. Check the point contact surface for pitting, dirt etc. and replace if necessary (remove them first if you are going to resurface them). The engine point gap should be 0.016” (0.4mm). With a feeler gauge check the gap (it should just slide (with slight resistance) through the points. Adjust if necessary.
7. The correct dwell angle is 500+ or - 20.
I have a Pertronix unit on one of my Sonett's and it really works great. But, I also have the point set up on my other Sonetts, which also work great.
FYI Sonett Electrical:
Breaker Ignition - points - Bosch part # 1 237 013 040 Fits FORD Taunus 1964-66, NSU Prinz 1000L S TT C, Type 110 S SC 1200 C 1965 on SAAB 95 V4 96 V4 1965-
Bosch points # 1237013044 (01 011) and condenser # 1237330164. For Blue and Black Saab V4’s
Cap and Rotor - Bosch Part number CR22 for 4-Cylinder Saab 95, 96 Sonett V-4 1967-72; Saab 99 E 1970-73; 99 EA 1970-73; 99 EMS 1972-73; Sonett II & Monte Carlo 1968-72; Sonett III 1972-73; Opel GT 1100 & 1900 1969-71; Kadett B 1.1 liter 1969-72; Kadett & Kadett Rallye 1.9 liter 1969-71; Ford Pinto 2 liter 1971-73; and, Capri 2 liter 1971-72.
Electronic Ignition - Pertronix # 1847-V
Good Luck!
posted by 24.71.223...
11
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