The ignitions also need to be worked over and dialed in to assure that they are not a source of problems. New points and condensers are a great idea. It's just better to get rid of all of that old stuff and start fresh. It is imperative that the ignition timing be tuned with a multi-meter and top dead center gauge. There is absolutely no way to get wanted results when setting the timing using "ball park" feeler gauge methods. Any good two stroke mechanic should have no trouble setting the timing up very precisely BTDC using the TDC-Meter method. The needed TDC gauge needs to be equipped with an 18mm adapter for our engines. Most TDC gauges are sold with 14mm adapters.
For now I would disregard any readings you get with Electronic ignition. I would strictly use the readings you are getting on points-condenser for tuning and evaluation. The point ignition is the "control" for your experiment. First get the engines running with "known" values of point ignition. We already know how the engines are supposed to run with points.
It may be a bit of struggle and expense to get the motors running correctly. Historically speaking the failure of an individual to understand and master the engines will dictate the quickness of failure with his Lazair flying endeavour. In the long run it's cheaper to do what it takes to get the engines running correctly.
As a footnote I've seen guys who initially knew very little about engines build up the knowledge and confidence to completely master the 185s inside and out. One guy that comes to mind by his own admition had never touched an engine with a wrench. He went on to learn with my help complete carb rebuilding, top-end overhaul, and eventually "complete" overhaul (bearings, seals, ect). He was really impressed at what he learned to do and how his engines eventually ran.Statistics: Posted by Shannon — Fri May 01, 2009 11:27 am
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