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Using the "15" slot, as shown. And, we marked the reluctor before taking it off. Then, when we put it back on the roll pin went flying. We both heard it land on the work table, so we cleared the table - to no avail. And, after several minutes Brandon looked down and there it was, on the floor.
Yep. And, looking at the amount of vacuum that advance takes, which isn't much, I'm worried that it'll be ping-city. So, I told Brandon to leave the vacuum disconnected when he starts the engine. Then, once he knows it is running well w/o pinging, to connect the advance. We left it set to take the most vacuum, but even then it may be too much. However, that's easily changed.
"What slot are you using?
Did you mark the reluctor before you pried it off?"
Yes, the reluctor had a roll pin in it that keyed into a sot on the dizzy shaft. As far as the slots went there was a 15 and a 10. We kept it in the 15.
You could just put the bumper back on the stop tab to limit the centrifical advance...
Could do, although Bill says it is only good for 2 degrees, which isn't much. I'm thinking the centrifugal will be fine at 30 and only dial in 6 - 8 degrees of initial. That fits with Bill's recommendation of a total centrifugal + initial at 36 - 38, or maybe 40 at most. But, since this isn't a race vehicle we don't have to get the last 1% of performance.
On the vacuum advance, I'm guessing that all the V8 dizzy's use the same style of advance, so we can swap Jr's with Rusty's if need be. Rusty could probably use more advance and I'm pretty sure he has a 6 degree unit in him.
And, what we were doing with the drill bit in Brandon's pic was to ream out the hole where the arm attaches to the plate. It is supposed to be .125", but had a really poorly-cut hole and wouldn't go on. Does now.
Jim, dual advance distributor refers to one with both vacuum an centrifugal advance. Ford used to use a vacuum only system on everything, then in 1957 the V8s changed to dual advance, 6s remained with the vacuum only (called Load-a-matic by Holley) until emission controls killed them.
My Shelby was a centrifugal only distributor.
Brandon, Gary, the vacuum units used to come as a fairly universal one, and had instructions for setting them. See if you can engage a hollow allen screw through the nipple, this adjusts for total advance and vacuum required.
We used the SMP (Standard Motor Products) vacuum advance cannister on this one. It only advances it doesnt retard. The Crane cams unit has a dual vacuum diaphragm. It is going on the Bronco, but i am sure that I will not be using the retard feature. That dizzy has been curved already by the hot rod shop for the cam and motor build specs. IOW, I paid $70 for them to put a 0.35 spring in it.
I've seen these with a nipple on either side of the diaphgram, but never worked on one.
You haven't missed anything. It was one of the early emission items, retarded the timing at idle to allow the engine to allegedly run cleaner. No one could ever successfully explain to me how burning more fuel could be cleaner.
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