I think Randall was on target here. I took the distributor
completely apart and found what looks like a spring-loaded
ground connection between the upper and lower base plates
which slide against each other as the centrifugal advance
and vacuum retard units change the timing. After cleaning
away a lot of gummy residue all over everything with WD40,
things seemed to be better. Now I am a little unsure of
just where to set the timing since my vacuum retard unit
doesn't work. According to specs, I should use dynamic
timing and set to 2 degrees after TDC with the vacuum unit
attached. Can't do that. With my TR6 I do a static 10
degrees before TDC (at least as a starting point), but the
Spit has a breakerless distributor, so can't do that. If I
set the timing at 10 degrees BTC dynamically, am I getting
some influence of the centrifugal advance?
So, my question for the day is, with electronic ignition
and no vacuum unit, where do you set the timing
dynamically on a 1500 Spit? As always, thanks for any
advice.
Tim Gaines
Clinton, SC
1980 Spitfire
1974 TR6
On Mon, 20 Jul 2009 12:10:27 -0700
"Randall" <tr3driver@ca.rr.com> wrote:
> Tim,
>
> Check the wires inside the distributor. Unfasten one
>end and check for
> continuity while tugging on the wire and flexing it.
> Also inspect the
> insulation carefully, for any place that could rub and
>ground the conductor.
>
> Your description sounds rather similar to a problem I
>had many years ago, on
> a non-LBC where the wires to the electronic ignition
>conversion had been led
> through the same hole as the vacuum advance. The
>advance rod had rubbed
> through the insulation, and would ground one wire only
>when the advance was
> in a particular location.
>
> -- Randall
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