The Lima series engine’s timing increments are machined into the face of the vibration damper. You can read from the passenger’s side of the engine when they align with a pointer affixed to the timing cover. First get the damper clean so that the marked increments will be easier to read. I use a good cleaning solvent to remove years of dirt and grime from the outside circumference of the damper (the area that is marked with the timing increments).
You may find that it is easiest to access the damper from under the car and that it will be necessary to turn the engine over in order to clean the entire surface of the damper. While you can disable the ignition and bump the starter over using the ignition switch or a remote starter switch, I often choose to turn the engine manually using a socket and breaker bar on the crankshaft bolt since this gives me more control of where the damper stops in its rotation. Note that if you choose to turn the engine manually, it is easier to accomplish by first removing the spark plugs so that you are not fighting compression.
With the damper cleaned up, you can make a number of marks with two different paint colors so that they will be easier to distinguish later. You will find TDC marked on the damper as either TDC or the numeral 0 (zero).
In the appendix, refer to the TDC chart and the timing increments marked as 3-6-9-12. I begin with the TDC line and highlight the line using a red marker. Automotive touch-up paint also shows up well and does not tend to wear off easily.
Next, I use a straightedge to divide the damper into sections 90 degrees apart and place a short paint mark at each point. This makes it easy to move the engine through its rotation 90 degrees at a time. The final step is to mark the timing increment that corresponds with the manufacturer’s instructions for your particular year and model engine. For this step, I prefer to use a white marker or paint so that it will contrast with the TDC and 90-degree markings and cause no confusion. With the vibration damper now clearly marked, you are ready to check ignition timing, verify TDC, and make accurate 90-degree rotations of the crankshaft.
If your engine is equipped with a points-style ignition system, which early Lima series engines are, you must first check breaker point gap/dwell angle prior to checking the timing. If the gap on the points is too close, a condition most often caused by normal wear on the rubbing block that contacts the distributor cam, ignition timing will be retarded. Use a dwell meter or simple feeler gauge to set the point gap/dwell angle.
Of course, if your engine is equipped with an electronic ignition system, you can disregard the previous step. With the points set, you are ready to check timing. First hook the timing light to the number-1 spark plug lead. The number-1 cylinder in a Ford engine is the first one on the passenger side farthest from the firewall and closest to the grill.
Disconnect and plug the vacuum advance hose from the distributor, loosen the hold-down clamp at the base of the distributor, and then make a thorough check to ensure that nothing is too near any moving parts before starting the engine. With the engine running at normal idle speed, trigger the timing light to initiate the flash and aim it at the timing pointer. The strobe effect of the light will cause a stop-action view of the vibration damper as it rotates, allowing you to see the relationship between the timing increments on the damper and the pointer. If the correct incremental mark is not in line with the pointer, rotate the distributor slightly until they are aligned. Carefully tighten the distributor hold-down clamp and recheck the timing to make sure it has not moved. Now, reattach the vacuum advance hose to the distributor, activate the timing light again, and you should see the timing advance slightly on the damper. If there is no advance in the timing, there may be a problem with the distributor’s vacuum advance or low engine vacuum that can result in a loss of power and fuel economy.
Later-model vehicles equipped with Lima series engines and automatic transmissions may call for the ignition timing to be set with the vehicle idling while in gear for emissions reasons. If this is the case, do not attempt to do this alone by depending on the parking brake to hold the vehicle in place. Enlist the assistance of a friend to hold the car in place with its brakes, but do not forget to activate the parking brake and chock the wheels as well, for a little added insurance. Some 30 years ago, I was setting the timing on a car that was in gear and held in place only by the parking brake. I advanced the distributor too far, causing the car to lurch forward and nearly pin me against my workbench.
Conduct a Vacuum Test
A simple vacuum gauge is a valuable diagnostic tool and can reveal a number of engine problems from minor to major. When running, an engine creates vacuum in the intake manifold. A vacuum test will reveal any time one or more cylinders are not operating at peak power.
To check engine vacuum, connect the vacuum gauge to a port on the intake manifold and start the engine. A normal vacuum reading at idle should be between 16 and 18 degrees of mercury. Keep in mind that vacuum readings will be lower at high altitude or in cases where a camshaft with a more radical profile (more overlap) than stock has been installed in the engine.
A low initial vacuum reading may be indicative of nothing more serious than incorrect ignition timing, so get out that timing light and check and/or adjust timing as needed. If you are getting slow fluctuations on the vacuum gauge, it may indicate a fuel mixture that is too rich. Try increasing idle speed or turning the idle mixture screws on the carburetor to correct the problem. If the gauge shows a consistently low vacuum reading, the engine could have a blown head gasket or air leak that will require further diagnostic work.
Revving the engine with a vacuum gauge hooked up should result in a drop in vacuum with a steady reading on the gauge. If the needle shows a fluctuation, it is indicative of weak valve springs.
With the engine at normal operating temperature, you can perform cranking vacuum tests. First disable the ignition so that the engine will not start, and then crank the engine over with the assistance of a helper or a remote starter. The reading on your vacuum gauge should remain steady. A fluctuation of the needle indicates a problem in one or more of the cylinders. In this case, the problem may be as simple as valve adjustment in an engine equipped with mechanical lifters or a collapsed lifter in those with hydraulics. It could also indicate a wiped camshaft lobe, leaking valves, worn piston rings, a damaged piston, or blown head gasket. The following simple test will assist you in locating the problem cylinder(s).
Torino Pace Cars
NASCAR (the National Association for Stock Car Racing) chose the restyled Ford Torino as the official car for 1970 and the factory launched a program to produce a limited number of specially modified Torinos to be used as pace cars at NASCAR racing facilities. The run of cars for the promotion were built at the Lorain, Ohio, assembly plant during October 1969 and had sequential serial numbers. The current accepted production number (based on VIN sequence) is 13, with 9 being convertibles and 3 fastbacks. All of the cars left the plant painted Platinum, also called “pastel blue,” with blue vinyl interior.
They were optioned as follows: 429 Cobra Jet engine, C-6 automatic transmission, “N” case rear with 3.00:1 gears, ram air, hideaway headlamps, rev limiter (which was normally only found in 4-speed cars), deluxe wheel covers, A/C, power steering, and power front disc brakes. Other creature comforts included power windows, power bench seat, interior light group, rear window defroster, windshield wiper delay, and rim blow steering wheel.
Upon leaving the assembly plant, there was a three-week gap in the lives of the special pace cars, during which it is speculated that they were in the hands of famed Ford racing sub-contractor Holman and Moody. Official Ford documents tell a different story, as they indicate the cars were transferred to the Engineering Reference Garage in Dearborn, Michigan. Sources familiar with Ford operations at the time intimate that the Engineering Reference Garage was tasked with preparing special promotion vehicles.
During that three-week period, each convertible pace car was fitted with a roll bar, and all the cars received a special laser stripe, Super Cobra Jet oil cooler, aftermarket oil pressure gauge, and flag stanchion brackets on the frame. The oil pan on each 429 ci was modified to deal with traversing the high-bank