Thanks. I know that this can be a touchy
subject but I have found that establishing cross
references is really valuable. Just some idea of
what one application is versus another is of
value.
best,
rick
> Replying for Paul - the ideal ignition curve will highly depend on the cam
> being used (and of course other inherent characteristics such as valve
> size and compression ratio). The best way to determine if one has the
> best springs is to use a dyno, a lot of different springs, and a good ear
> for ping. One can do this with the porverbial "drive it up a known
hill"
> dyno, but it's not quite as definitive or as easy - but it is a lot
> cheaper.
>
> Phil Bates
>
> > Paul writes,
> >
> > > ...Of course, the newer dizzy that you have
> > > would have an emissions friendly curve to it.
> >
> > Paul, there is nothing emissions-friendly
> > about me. I feel that a few nicely tuned classics
> > can't possibly make more emissions than 10 million
> > Honda Accords. :-P
> > Seriously though, a few years ago I restored a
> > '63 E-type with serious advance curve woes. The
> > DPO had changed the distributor springs. In fact,
> > one was modified from a ball-point pen spring!
> > I did some study and came up with the ideal
> > street-profile advance curve for that XK engine.
> > At the time, XKs Unlimited (I think it was) sold
> > a spring kit to allow one to experiment with the
> > curves. I still have a number of those springs
> > around ... somewhere.
> > Do you have published the (assumed) ideal
> > street-profile advance curve for the 1500cc
> > engine, either in MG or Triumph livery?
> >
> > Best regards,
> >
> > rick
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