<html xmlns:v="urn:schemas-microsoft-com:vml" xmlns:o="urn:schemas-microsoft-com:office:office" xmlns:w="urn:schemas-microsoft-com:office:word" xmlns:m="http://schemas.microsoft.com/office/2004/12/omml" xmlns="http://www.w3.org/TR/REC-html40"><head><meta http-equiv=Content-Type content="text/html; charset=us-ascii"><meta name=Generator content="Microsoft Word 15 (filtered medium)"><style><!--
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</o:shapelayout></xml><![endif]--></head><body lang=EN-US link="#0563C1" vlink="#954F72"><div class=WordSection1><p class=MsoNormal>Here is a picture of the stock Ford primary distributor spring, on the left and secondary distributor spring on the right.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>The primary spring should always have tension so the timing can always returns to its zero mechanical advance position.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>The secondary spring has longer loops so it will not be part of the advance curve until higher rpms – the dog leg of the curve. You can change the position the dog leg of the advance curve starts some by moving the spring’s tang position but changing springs maybe easier.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>Timing requirements are different for every different engine configuration and operating condition.<o:p></o:p></p><p class=MsoNormal>Timing is kind of an art form and most of us are just rookies in this field, with some insights, just wanting our engines to run well.<o:p></o:p></p><p class=MsoNormal><o:p> </o:p></p><p class=MsoNormal>Ron Fraser<o:p></o:p></p></div></body></html>