Biggest distributor issue I find

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Now that I have gone back and read your reply, how does that apply today? How many new car owners back in the day that actually had a lean burn system or one of these distributors, actually went out and purchased a factory service manual?

Please don't count yourself as one and play the holy high roller card because it is a **** card to play and seriously downgrades any credibility you have.

Seriously! Anybody that did was or is a car enthusiast as well as probably here on the net.

The mymopar link. Nice to see it there listed as a place to go for more informations.

To bad the internet wasn't around in the leanburn years.

How many new car owners have a FSM for there 2010+ year car?
 
Really I am trying to help people out -- you are ignored from me!
 
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I only had one distributor that had the little pot, I think it was the Prestolite from my DP 340 motor. interesting you see some online and they have the castings for the lube galley but then they are not drilled or they are sealed...? Im wondering if the galley was for the shaft bushing only and not the area of corrosion that the OP was showing.
 
The biggest problem I find, in well kept, or NOS mopar electronic distributors is timing variation between cylinders. The timing variation is due to nature of variable reluctance trigger, and the errors resulting from runout, remnant magnitization of the reluctor, and crude manufacturing tolerance specs.

The timing variation varies, and is a few degrees. Most ignore, it gives a waver sound to an engine. Many more problems result , but that is up to creative tuners to ponder.

I know of this by using electronic means to measure the precise timing between ignition trigger events. At constant RPM, trigger events should be 90 degrees apart for a V8.

Halifaxhops, I can make a device that measures cylinder timing variations, and gift it to you, for use on your machine. But be warned, improving the stock distributors will not be worth the precious time. The cut down performance reluctors, should help some, along with runout reduction.
 
I am not sure what it measures, the machine shows to 1/2 a degree where it fires, you mean the residual magnetizime in the pickup? Definitely interesting. Any thing over 1 degree I usually try to get back to zero.
 
What I am saying is is there is a deviation in timing between cylinders. Timing is typically measured on car, by using #1, but #6 one crank revolution around could be used, if it is different then that shows problem, but run out could be at different angle, and change more significant there.

The variable reluctance pickup generates a voltage signal based on change of magnetic flux with time. The flux changes due to proximity (gap) of reluctor to pickup, shape of reluctor (tooth), angular velocity (RPM), and variation of reluctor magnetic properties (rem mag, permability). The tigger point of ignition is related to signal threshold of pickup signal, in transition off tooth.
 
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