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<p>Well I did say I was probably wrong.</p>
<p><br>
</p>
<p>Steve</p>
<br>
<br>
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<div id="divRplyFwdMsg" dir="ltr"><font face="Calibri, sans-serif" style="font-size:11pt" color="#000000"><b>From:</b> Gary Winblad <garywinblad@comcast.net><br>
<b>Sent:</b> Sunday, November 5, 2017 11:13 AM<br>
<b>To:</b> steve wick; Tom Witt; tigers@autox.team.net<br>
<b>Subject:</b> Re: [Tigers] Timing</font>
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<div class="PlainText">Nooo.. cars had vacuum advance way before anyone gave a rat's a$$ about
<br>
emissions...<br>
Emissions brought on the vacuum retard... two hoses to opposite sides of <br>
the diaphram.<br>
Gary<br>
<br>
<br>
On 11/4/2017 10:28 PM, steve wick via Tigers wrote:<br>
><br>
><br>
> I'm probably wrong, but I think vacuum advance was for emissions, not <br>
> gas mileage.<br>
><br>
> Steve<br>
><br>
> ------------------------------------------------------------------------<br>
> *From:* Tigers <tigers-bounces@autox.team.net> on behalf of Tom Witt <br>
> via Tigers <tigers@autox.team.net><br>
> *Sent:* Saturday, November 4, 2017 5:51 PM<br>
> *To:* tigers@autox.team.net<br>
> *Subject:* Re: [Tigers] Timing<br>
> Thanks for the pictures Ron. The second type seems to use not only the<br>
> springs, but the cam action on the weights edge as a means of plotting <br>
> the<br>
> advance curve. The math for the RPM, spring tension, weight... - AND cam<br>
> action baffles my brain. Somewhere I have a Mallory dual point (no <br>
> vacuum<br>
> advance) distributor. Got it in a pile of "free" stuff at a Mopar <br>
> swapmeet<br>
> (No step child parts for him!). I'll have to check it's advance <br>
> system out<br>
> some time.<br>
><br>
> Oddly I had a Volvo 544 that got 36 MPG on the highway and it only had a<br>
> mechanical advance (no vacuum). Seems to defy the necessity of vacuum<br>
> advance with mileage like that.<br>
><br>
> -----Original Message-----<br>
> From: Ron Fraser via Tigers<br>
> Sent: Saturday, November 04, 2017 12:16 PM<br>
> To: 'Gary Winblad' ; tigers@autox.team.net<br>
> Subject: Re: [Tigers] Timing<br>
><br>
> Picture 1 is the early style Ford distributor with oil port, ID# C2OF-J -<br>
> note there is 1 slot size for each weight - this is the area that I have<br>
> seen wear problems<br>
><br>
> Picture 2 is the later style Ford distributor, ID# C8AF-E - note the <br>
> 13L &<br>
> 18L slots - the 13L slot is being used in this example<br>
><br>
> Just wanted to show the differences in these 2 mechanical advance systems<br>
><br>
> Ron Fraser<br>
><br>
> -----Original Message-----<br>
> From: Tigers [<a href="mailto:tigers-bounces@autox.team.net">mailto:tigers-bounces@autox.team.net</a>] On Behalf Of Gary<br>
> Winblad via Tigers<br>
> Sent: Friday, November 03, 2017 10:58 AM<br>
> To: Smit, Theo <Theo.Smit@garmin.com>; Tom Witt <atwittsend@verizon.net>;<br>
> tigers@Autox.Team.Net<br>
> Subject: Re: [Tigers] Timing<br>
><br>
> The Tiger distributor I bought from Sunbeam Specialties(was years ago) <br>
> was<br>
> the kind with the two position advance limit. I just had to turn it <br>
> to the<br>
> more limited stop, put in lighter speed shop springs and then limit the<br>
> vacuum advance. All on my stock 260, works great, still on regular gas.<br>
> Gary<br>
><br>
><br>
> ---<br>
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><br>
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