Doug - you'll need to obtain the different tension springs for the
machanical advance weights, and then experiment swapping out different
springs until you find the right combo. It's a lot of tedious time
consuming work. As to where to get the weights, hmmmm, someone else on the
list helped me earlier with problems I had with a Delco D200 dizzy, but I
don't remember who it was. Hopefully they will respond. Good luck.
Ross D. Vincenti - Costa Mesa, CA
64 Spitfire 4
64 Porsche 356C Coupe
+++++++++++++++++
I'll tooss this out to the Triumphs list. It's a bit beyond my area of
expertise.
Anyone out there care to help Doug on this one?
--Andy
On Sun, 8 Jun 1997, Doug Bell wrote:
> I have a 1500 Spitfire engine that I warmed up with 10:1 CR, headers,
dual
> SUs/1296 intake manifold, and a modified cam. I'm using a Delco
> distributor D-204, an emission controlled item from a Mk3 Spitfire. I
get
> knock under 3000 rpm when ignition timing is set at 6 BTDC. Looking at
the
> specs for this distributor, it is obvious the mechanical advance curve is
> set way up compared to its non-emission controlled counterpart from the
UK
> market. The book notes the advance curve is very steep in order to meet
> emission control targets. That's fine, but clearly I do not have such an
> engine anymore! This extra advance is responsible for the knock at low
> rpms.
>
> My options seem to be get a different distributor or recurve the one I
> have. Regarding a different unit, I suppose I could try Rimmer Bros and
> get a UK-spec model. If I got a Mallory unit, I wouldn't have a drive
for
> the mechanical tachometer. Either replacement is a guaranteed $200+
> investment.
>
> Hence the interest in recurving the one I have. Do you know a) how to do
> it, b) where to find out how to do it, or c) who can do it?
>
> Thanks,
>
>
> Doug Bell
>
>
>
>
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