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Re: Ignition Timing
Posted by David Prantl - http://saabnet.com/tsn/forms/e.php3 (more from David Prantl - http://saabnet.com/tsn/forms/e.php3) on Mon, 28 Apr 2003 16:52:08
In Reply to: , Kok Chen, Sat, 17 Dec 1988 12:00:00

> I have an '89 9000s which I would like to check the ignition timing on.

Sounds like you've checked it just fine ! Looking at the flywheel marks
through the bellhousing window with a timing light, right ?

> Haynes manual (worthless waste of money)

Yeah, since you don't drive a 1994 9000CS B204I RHD. Even if you did, this
book might not be all that great...

> I think the reason may be because it is electronically controlled but it
>seems like there should be some base ignition timing that must be set, or
>maybe not.

Your 9000 has a B202I engine with EZK ignition. This configuration was
present on 9000 2-liter non-turbo cars imported to the USA for model-years
1987, 1988, 1989 and 1990.

For 1987 and 1988, the EZK ignition system, like the less sophisticated
Hall-Effect system on the 2-liter 16V turbos (except 1990 9000) and the
older 8-valve 900 cars, needs some kind of breaker-point-equivalent device.
This takes the form of a hall-effect unit in the distributor. Since the
position of the distributor body is not fixed relative to the camshaft that
drives it's insides, a very basic adjustment of the distributor housing with
respect to the cylinder head is necessary to achieve the correct base-line
ignition advance at idle. Turning the distributor body should therefore
result in a movement of the ignition advance setting at idle.

For 1989 and 1990, the same basic EZK ignition system is used, but the
hall-effect pickup is no longer located in the distributor. Instead, it's
located on the back of the crankshaft pulley and oil pump cover. Now, the
ignition distributor does nothing but distribute spark current to the plug
wires. It's nothing more than a placeholder for the rotor shaft and
distributor cap. The base-line setting of the hall-effect signal is not
variable or adjustable (since it's at the crank). As long as the
distributor body is oriented within a certain range of degrees from the
point where it's positioning notch lines up with the valve-cover sealing
surface of the head, the EZK is able to do it's job of setting the correct
idle timing advance, applying the correct advance map for different engine
load and rpm conditions, and dialing back the timing advance based on input
from the knock sensor. Turning the distributor body within it's tolerance
range (which is quite large) results in no changes to the ignition advance
setting at idle.

> I checked the timing at idle and it looks like 20 degrees. I thought it
>should be 16 (read that somewhere)

I recommend that you obtain a copy of the Bentley 900 16V manual. The
engine in your '89 9000S is pretty much identical to that found in the '90
900S (2-liter non-turbo), right down to the configuration of the LH2.4 fuel
injection and EZK ignition systems.

David Prantl
david_prantlno39sdcx6spamx782hotmail.com
'84 900S, 5M, 210kMi, RIP as of 2/98
'89 900, 3A, 116kMi, restored and SOLD on 3/24/01
'97 9000CSET, 5M, 63kMi, Speedparts Stage-I, SOLD on 10/11/02
'86 9000T, 5M, 200kMi
'88 9000S, 5M, 142kMi
'90 9000S (B202I), 4A, 146kMi
'93 9000CSET, 5M, 82kMi
'68 97 Sonett V4, 4M, 76kMi, #000467
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