201 vacuum advance pod
could someone please tell me what the vacuum specs are for a vacuum advance stamped as a 201. I think the part number may be 1116163. Not sure of that though. Unfortunately I cant measure it myself right now.
Thanks.
Bob
Thanks.
Bob
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Re: 201 vacuum advance pod
Bob
My AC Delco catalogs are buried too deep for me to extract right now, but I hope you have seen these posts on other forums. I'll keep searching to see what I can find on the 'web. After all everything is there; right?? Lol
Terry -
Re: 201 vacuum advance pod
Robert------
The GM #1116201 and 1116163 had slightly different specs.However, the 1116163 replaced the 1116201 in January, 1965. The specs for the two are as follows:
1116201-----
maximum crankshaft degrees---15
inches of vacuum to start the plunger----7-9
inches of vacuum at max advance----14-16
1116163-----
maximum crankshaft degrees------16
inches of vacuum to start plunger----8-11
inches of vacuum at max advance----16-18
Both of the above are replaced by the Standard Motor Products vacuum control stamped B1 with catalog number VC-24AIn Appreciation of John HinckleyComment
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Re: 201 vacuum advance pod
Joe, Excellent information except for my minor thing. The B1 vacuum advance is not what any of us want. The spring on it is way too strong.
Here's what Chevy sold years ago. 1116163 was on the outside of the box. Inside was a B1 !!!!
I think that NAPA has the 201 replacement VA B22.
I will send Don Baker a not to confirm this number. Thanks.
Joe could you please email that info please. I don't know how to copy just one note here. Don't tell me as not that smart. johndegreg@aol.comComment
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In Appreciation of John HinckleyComment
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Re: 201 vacuum advance pod
Wow, thanks guys for such quick responses and for all the great info. I really appreciate your help. Thank you all.Comment
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Re: 201 vacuum advance pod
The first three digits of an OE VAC are the last three digits of the part number and the second two digits are the max crank advance. The ...201 15 was OE on all '63 engines, '67 L-71, at least one year of the LT-1 and probably several other applications. But, interestingly, like Joe said it was not available through GMPD after 1965 even though it still was used on production engines up until at least the early 70s, which is very strange.
Unfortunately the ...163 replaced the 201 for service parts (one of many ill-conceived parts consolidations over the years), but they may not be fully deployed until 18-19" Hg manifold vacuum, so they won't even pass the Two-Inch Rule for a base engine. Current equivalents ID is B1, and I refer to them as "boat anchors".
There are three currently available VACs for single point or TI distributors that meet the requirements of the Two-Inch Rule for any OE engine with full time vacuum advance or any ported advance application if converted to full time.
B22 start @ 8", 16 @ 15"
B26 start @ 6", 16 @ 12"
B28 start @ 4", 16 @ 8"
The 201 15 was a poor choice for the '63 327/340. (It wasn't an issue on the 327/360 FI engine because they had ported vacuum advance - another mistake that was corrected on the '64 FI engine). 1963 was the first year that mechanical lifter engines were equipped with VACs. Because it didn't pass the Two-Inch Rule it caused idle stability problems on my 327/340. At idle it would loose RPM and stall within 30-60 seconds unless I blipped the throttle because a 15" VAC on an engine that idles at 12" violates the Two-Inch Rule. The dealer and independent engine "experts" were clueless, but I finally figured it out on my own.
For '64 with the new 30-30 cam that only idled at 10" Chevrolet figured it out and equipped those engines with a 8" VAC, so I bought one from the dealer, and it solved the idle stability problem.
The other thing to remember is that given how rare 201 15 VACs are being as how they haven't been available through service parts since 1965 never toss one out that is still functional and meets spec.
DukeLast edited by Duke W.; July 26, 2021, 02:53 PM.Comment
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