Because winter's coming and (and there's no forum for other idi fords)

Vern

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....well....personally, I would MAKE space....sure beats spending all day trying to start it.....
32f mornings have not given it more then a moments pause. It's those below zero days parked for hours away from the grid...
 

nelstomlinson

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32f mornings have not given it more then a moments pause. It's those below zero days parked for hours away from the grid...
I prefer not to do this, but I do expect them to start down to about -20F without being plugged in. I always use the 5W-40 oil in winter, and that helps them stand up to the abuse, lets them turn over faster and brings the oil pressure up quicker.
 

Vern

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I have seen some rotory style db pumps on large 4cylinder residential house back up generators. They even say stanadyn on them. But as far as how useful they are I am unaware
Did you mean that you had seen some of the mechanical cold start advance rigs on some of these? I'm wondering where i could get my hands on one like shown in the image in my above post.
 

Vern

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Let me back and explain that further, lets establish a few things.

I can operate just the throttle with no pump rotation but just 5 psi inlet pressure to return the piston to the advanced position and see timing movement with the throttle actuation, same with it at cranking speeds. The transfer pressure side is your return spring and the lla side is the mechanical actuator.

What Thewespaul neglects to discuss is the force transferred upon the timing piston in the retard position by plunger "bumps" acting on the cam ring during rotation. This means that rotation is crucial in the consideration of injection timing. so a scrupulous person would challenge that it is "the same at cranking speeds" [as it is when advancing the piston under inlet pressure].

Real world monitoring of these would include advance angle meter on the cam ring and pressure gauge on the transfer monitoring port.

to demystify the advance function, and to put it simply, transfer pressures build and overcome cam loading back-force on the timing piston, advance spring, as well as back-force of housing pressure

to demystify the cold start functions, and to put it simply, cold start solenoid vents housing pressure thereby decreasing back force. Depressing accelerator allows better flow of transfer pressure to the power side of the piston for more advance force.

Perhaps Thewespaul is describing the servo valve that feeds transfer pressure into the channel leading to the power side (passenger) when he says the transfer pressure side is your return spring. The mechanical actuator provides spring return force in the return (retard) direction but also varies the flow of transfer pressure fluid to the timing pistion. Although actuated mechanically, it acts hydraulically on the advance function.

On a pump that turns in the opposite direction such as a GM, the piston would "return" to what would be the advance position on a international v8 IP. Otherwise we might as well say "returns to the retard position".
 
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