the66mustang":elim94a2 said:inside the dura ll
maybe some one could give a line nice draw to this for howto .
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superbepro":95im0wwc said:Hi:
Would the modification described by MarkP (Mr. Gasket #925D distributor springs and support arm bending) work on the larger 240-300 ci ford engines?
If it does I'll certainly do it to my truck. Thanks,
: Raul
jamyers":2r95y546 said:Just an FYI - The above mod didn't work for me - it gave me way too much advance at part throttle and also at higher rpms at wot. The part-throttle could be dealt with by an adjustable vacuum advance, but the high rpm/wot could only be dealt with by either putting the "stock" (rebuilt dizzy) springs back in or by backing off the whole timing curve.
My DS1 dizzy (spec'ed from a '75 Maverick), is using the centrifugal advance slot marked 13, which means 26 degrees centrifugal advance (right?). I wouldn't mind shortening the slot to 20 degrees and putting the Mr Gasket springs back in if it didn't mean completely disassembling the dizzy and brazing up the slot.
What I did was put the original heavy/lighter springs back in, and then bend the tab for the heavy spring outward so that the lighter spring lets it advance up to about the 18-20 degree point (measured with my kid's plastic school compass), then it's got to overcome the heavier spring for the last 6-8 degrees. I only had to bend the tab outward 1/8 inch, so I'm not too far off from the curve I had, just restricted the higher-rpm advance a little more.
Initial advance is at 8 degrees (much more and it's on the edge of pinging on a hot day with the a/c on.)
It drives very well, nice throttle response at lower rpm, and it doesn't ping at all, even on hot days (95F).
superbepro":3oir70pa said:Hi:
Would the modification described by MarkP (Mr. Gasket #925D distributor springs and support arm bending) work on the larger 240-300 ci ford engines?
If it does I'll certainly do it to my truck. Thanks,
: Raul
jamyers":29kbbon2 said:Just an FYI - The above mod didn't work for me - it gave me way too much advance at part throttle and also at higher rpms at wot. The part-throttle could be dealt with by an adjustable vacuum advance, but the high rpm/wot could only be dealt with by either putting the "stock" (rebuilt dizzy) springs back in or by backing off the whole timing curve.
My DS1 dizzy (spec'ed from a '75 Maverick), is using the centrifugal advance slot marked 13, which means 26 degrees centrifugal advance (right?). I wouldn't mind shortening the slot to 20 degrees and putting the Mr Gasket springs back in if it didn't mean completely disassembling the dizzy and brazing up the slot.
What I did was put the original heavy/lighter springs back in, and then bend the tab for the heavy spring outward so that the lighter spring lets it advance up to about the 18-20 degree point (measured with my kid's plastic school compass), then it's got to overcome the heavier spring for the last 6-8 degrees. I only had to bend the tab outward 1/8 inch, so I'm not too far off from the curve I had, just restricted the higher-rpm advance a little more.
Initial advance is at 8 degrees (much more and it's on the edge of pinging on a hot day with the a/c on.)
It drives very well, nice throttle response at lower rpm, and it doesn't ping at all, even on hot days (95F).