Rebuilding distributor
Here's the kit he's offering for LA engines.
For MOPAR 318 340 360 HiRev Electronic Ignition Kit Resto Plymouth Dodge Chrys | eBay
Claims to be a copy of the Chrysler built Direct Connection/Mopar Performance distributors. If so, then the advance curve is probably as close as you can find to the 273 Hi Po or 340 as can be bought off the shelf new. You can also buy the distributor alone if you're using a different ECU.
@318willrun has used the Hi-rev 7500 ECU successfully so I would be willing to give that a try.
I measured the timing of an original MP distributor on my previous 340. Subtracting the initial, the advance plot looks like this.
There's probably more like 25* in the advance mechanism, but all electronic ignitions steal some advance in the higher rpms.
Maybe more important, at the time I measured, 900 rpm was as low as I could get a good measurement. It may have started to advance at 700 or so. So there's a a couple degrees that could have been missed at the low rpm.
That's all easy to adjust - once you know how. The initial spring tension is adjustable by turning the perches.
He was a writer and editor at Mopar Action for a long time. Like any of those who were succussfulk in that biusiness; a mix of colorful writing, product placement, and better than average tech. Entered and ran the One Lap of America a few times so not all talk.
Here's the kit he's offering for LA engines.
For MOPAR 318 340 360 HiRev Electronic Ignition Kit Resto Plymouth Dodge Chrys | eBay
Claims to be a copy of the Chrysler built Direct Connection/Mopar Performance distributors. If so, then the advance curve is probably as close as you can find to the 273 Hi Po or 340 as can be bought off the shelf new. You can also buy the distributor alone if you're using a different ECU.
@318willrun has used the Hi-rev 7500 ECU successfully so I would be willing to give that a try.
I measured the timing of an original MP distributor on my previous 340. Subtracting the initial, the advance plot looks like this.
There's probably more like 25* in the advance mechanism, but all electronic ignitions steal some advance in the higher rpms.
Maybe more important, at the time I measured, 900 rpm was as low as I could get a good measurement. It may have started to advance at 700 or so. So there's a a couple degrees that could have been missed at the low rpm.
That's all easy to adjust - once you know how. The initial spring tension is adjustable by turning the perches.