Larry, no problem at all.
As for the canister, it has 2 sets of numbers on it if it is factory. The 3 digit number is the last 3 digits of the part number. The 2 digit number is the amount of advance in crank degrees available in the canister. I like 16 degrees but this is realy getting down to optimization rather than troubleshooting. The canisters are available from several sources but I have numbers for Echlin which are sold at NAPA. They are about $8.99 or so.
I will try to do a cut and paste here but I think the part numbers at the bottom will not be legible when posted. If anyone wants a MS word doc, just ask. BBCamaro, you will get mail.
There are many different sources for these control units. Borg Warner, Echlin, Wells, and others all sell them in their own boxes and with their own part numbers. Actually, there are very few manufacturers of the actual units: Dana Engine Controls in Connecticut manufactures the units for all three of the brands just mentioned, so it doesn’t make much difference who you buy from: They’re made by the same manufacturer. The part numbers I have listed here are the NAPA/Echlin part numbers, simply because they are available in any part of the country.
Every vacuum advance control unit built by Dana, and sold under virtually any brand name (including GM), has a stamped ID number right on top of the mounting plate extension. This ID, cross referenced below, will give you all specifications for the unit. So now, when you’re shopping in a junkyard, you’ll be able to quickly identify the “good” vs. the “bad” control units.
Starts @ “Hg
Vacuum is measured in “inches of Mercury.” Mercury has the chemical symbol “Hg.” Thus, manifold vacuum is measured and referred to as “Hg. The “Start” spec for the control unit is a range of the minimum vacuum required to get the control unit to just barely start moving. When selecting this specification, consideration should be made to the amount of vacuum that a given engine produces, and what the load is on the engine at this specification. For example, an engine with a very radical cam may be under very light load at 7 inches Hg, and can tolerate a little vacuum advance at this load level. Your mom’s Caprice, on the other hand, has such a mild cam that you don’t want the vacuum to start coming in until 9 – 10 inches Hg. For most street driven vehicle performance applications, starting the vacuum advance at about 8” Hg produces good results.
Since the vacuum advance control unit is a part of the distributor, the number of degrees of vacuum advance is specified in DISTRIBUTOR degrees – NOT crankshaft degrees. When talking about these control units, it is important that you know whether the person you’re talking to is referring to the distributor degrees, or if he’s talking crankshaft degrees. All of the listing show in the following chart, and in any shop manual & technical spec sheet, will refer to distributor degrees of vacuum advance. You must DOUBLE this number to obtain crankshaft degrees (which is what you “see” with your timing light). Thus, a vacuum advance control unit with 8 degrees of maximum advance produces 16 degrees of ignition advance in relationship to the crankshaft. When selecting a unit for max advance spec, the total centrifugal timing at cruise must be considered. Thus, a car set up to produce 36 degrees of total mechanical advance at 2500 rpm needs a vacuum advance control unit producing 16 degrees of crankshaft advance. This would be an 8-degree vacuum advance control unit.
Max Advance @ “Hg
This is the range of manifold vacuum at which the maximum vacuum advance is pegged out. In selecting this specification, you must consider the vacuum produced at cruise speed and light throttle application. If your engine never produces 20” Hg, you better not select a control unit requiring 21” Hg to work.
The following listing is as follows: The first two part number listings are the two numbers that are most commonly used in a Chevrolet performance application. The “B1” can is the most versatile and user-friendly unit for a good performance street engine. As you can see, it was selected by GM for use in most high performance engines due to its ideal specs. The “B28” can was used on fuel injected engines and a few select engines that produced very poor vacuum at idle. The advance comes in very quick on this unit – too quick for most performance engines. Do not use this very quick unit unless you have a cam/engine combination that really needs an advance like this. It can be used as a tuning aid for problem engines that do not respond well to other timing combinations.
After this, the listing is by Echlin part number. The Chevrolet applications are listed first by application, followed by a complete listing of all of the units used on any GM product (all GM units are interchangeable, so you can use a Cadillac or GMC Truck unit on your Vette, if that’s what you want to do).
P/N ID# Application Starts @ “Hg Max Adv (Distr. Degrees @ “Hg.)
VC680 B1 1959 – 63 All Chevrolet 8-11 8 @ 16-18
1964 Corvette exc. FI
1964 Impala, Chevy II
1965 396 High Perf.
1965-67 283, 409
1966-68 327 exc. Powerglide
1967-68 All 396
1969 Corvette 427 High Perf.
1969 396 Exc. High Perf.
1969 Corvette 350 TI
1969-70 302 Camaro
1970 400 4-bbl
1970 396 High Perf.
1970 Corvette 350 High Perf.
1973-74 454 Exc. HEI
VC1810 B28 1965 409 High Perf. 3-5 8 @ 5.75-8
1965 327 High Perf.
1966 327 High Perf.
1964-67 Corvette High Perf. FI
VC1605 B9 1965 impala 396 Exc. High Perf. 7-9 10.3 @ 16-18
1965 327 All Exc. FI
1969 327 Camaro, Chevelle, Impala
1969-70 Corvette 350 Exc. High Perf.
1969-70 350 4-bbl Premium Fuel
1970 350 Camaro, Chevelle, Impala High Perf.
1971-72 350 2-bbl AT
1971-72 307 All
VC1675 B13 1968 327 Camaro Powerglide 9-11 8 @ 16-18
1968 327 Impala AT
1968 307 AT
1968 302, 307, 327, 350 Camaro, Chevy II
1970 350 Camaro, Chevelle Exc. High Perf.
VC1760 B19 1969 350 Camaro, Chevelle, Impala 4-bbl 5.5-8 12 @ 14-18
1969-70 350 2-bbl
VC1765 B20 1965 396 Impala High Perf 5-7 8 @ 11-13
1966-67 Corvette Exc. High Perf.
1966-67 Impala 427 Exc. High Perf.
1966-68 327 Powerglide Exc. High Perf.
1969 307 All
1969-70 396, 427 Camaro, Chevelle High Perf.
1970 400 2-bbl
1970 307 MT
1973 Camaro 350 High Perf.
VC1801 B21 1971 350 2-bbl 7-9 10 @ 16-18
1971-72 400, 402
1971-72 307 AT
VC1802 B22 1971-72 350 4-bbl 7-9 8 @ 14-16
Other Part Numbers & Specs:
VC700 B3 8-10 11.5 @ 19-21
VC1415 M1 6-8 10 @ 13-15
VC1420 M2 5-7 11 @ 16-17
VC1650 B12 8-10 10 @ 15-17
VC1725 B18 8-10 12 @ 13-16
VC1740 A5 6-8 12 @ 15-17.5
VC1755 A7 8-10 12.5 @ 18-20.5
VC1804 B24 6.5-8.5 10 @ 12-14
VC1805 M13 6-8 12 @ 14.5-15.5
VC1807 B25 5-7 8 @ 13-15
VC1808 B26 5-7 8 @ 11-13
VC1809 B27 5-7 9 @ 10-12
VC1812 B30 5-7 12 @ 11.75-14