The 'E' Type Forum

My (american) Series 2 roadster has a distributor with indication 22D.
It works fine, although I can sometimes feel a slight hesitation while driving, as if there is a short ignition failure. Therefore, I have 2 questions :
1. I can wobble the rotor arm slightly (about 1-2 mm) from left to right (I mean from counterclockwise to clockwise). It's not the rotor arm itself that wobbles, it's the cam. Is that normal ? Should that cam not be firmly fixed onto the engine ? A worn out axis ?
2. There is a vacuum advance unit on it, connected to the (Stromberg) carbs. But this unit does not have a timing adjuster screw on the other side. Can it work well without the screw ?
Thanks gentlemen !

The short answer to both questions is that what you describe is normal. The ability to twist the rotor arises from the fact that the top shaft connects to the bottom driving shaft only through the mechanical advance weights and springs. You should be able to twist it against the spring pressure and feel it spring back, which sounds to be what you are feeling. The vacuum capsules which were fitted to most European Lucas spec distributors did indeed have an adjuster , but your car being a US spec emission control car would not have one, and indeed depending on date your car may actually have a vacuum retard capsule. I think Peter Crespin would be best placed to tell you about that

Thanks Christopher! You inspired me to take a closer look. The (primary) spring did not appear to pull back the rotor at first sight, but upon closer look it does. However, the square base plate at the bottom of the distributor is rotating freely for about 1 mm. Not much, but maybe too much? Of course, the springs have no effect on this. As for the adjusting screw, I don't find any threaded rod on which it could be screwed, so it seems it was never foreseen. Any thoughts somebody? Thanks.

Paul : I am a bit puzzled about the square plate you refer to . Do you mean internal to the distributor body ( and if so above or below the "points plate") ? or do you mean external to it, and if so at what level ?Incidentally, if you look at the distributor body - lower than the level of the vac capsule usually - it should have a code on it - something along the lines of 41067A - and if you post this we can probably tell you the exact specification of the distributor you have . The vacuum capsule also has a code - something like 5-13-10 - and if you can find that we can identify the type of capsule and its spec. You often have to use a wire brush to see this code

Oops sorry Christopher, i missed your reply ! I can read 41322A on the distributor. Al least that's what I think it is. Could not find the vac code, not even with a mirror.
This morning, I might have found the reason of the 'hesitation' ! Probably a faulty condensor, although it was brand new. Points are worn too much for only 800 miles... Replaced the old condensor, cleaned the points ... And had a great test drive without the hesitations.
When I mean the 'square plate', I mean the plate on the bottom of the distributor, on which the weights are mounted. So, the fact that I can move this whole plate, together with the axis to the bottom of the engine of course, should probably not worry me ?
Thanks for the replies. Even if they don't always bring the immediate solution, they make you think and reconsider.
Still curious as to the function of the vac unit !

41322A has a nominal mechanical advance rather more extended in rev range than most E type distributors and it appears that it normally has a vacuum retard ( rather than advance ) capsule, code 4/8/5R , which is rather what I expected for a North America specification car. The mechanical advance is ( all crankshaft degrees ) , no advance before 800 rpm , 8 degrees at 1400 rpm , 20 degrees at 3000 rpm , 26 degrees at 5200 rpm . You should be fairly safe in disconnecting the vacuum altogether and setting your distributor to give about 28 degrees total advance at 3000 rpm - which should prevent the total advance going further than 34 degrees at any rpm . If it feels a bit flat like this, then another 2 degrees or so of advance probably will do no harm , but if you get pinking at anything greater than about 2200 rpm , then go back to 28 at 3000

Gentlemen, Does anyone have a photograph of an E-Type Series 2 Emission Control 41322A distributor showing the vacuum "Retard" capsule and the absence of the fine adjusting knurled nut. Also can anyone confirm what the maximum advance stamped number is on the foot of the cam (17 degrees at distributor?). And finally what is the difference between the 41322A (manual) and the 41323A (automatic) versions.

Best,

Mike C

Any thoughts somebody?

throw one of these in, problem solved. best thing i ever did.

http://www.simonbbc.com/distributors/6c ... istributor

Thanks for the suggestion however I am not working on a car but carrying our research in connection with an article I am writing on emission control versions of the Lucas 22D6 as used on U.S. versions of the E-Type eg Series 1.5 with the 41207A and Series 2 with the 41322A with the retard vacuum unit.

Unfortunately I have not been able to find an example of the latter version.

Best,
Mike Cassidy

Mike

Give Angus Moss a call - he has a couple of LHD S2's in at the moment and will not be happy to help out if he can.

MikeC wrote:Gentlemen, Does anyone have a photograph of an E-Type Series 2 Emission Control 41322A distributor showing the vacuum "Retard" capsule and the absence of the fine adjusting knurled nut. Also can anyone confirm what the maximum advance stamped number is on the foot of the cam (17 degrees at distributor?). And finally what is the difference between the 41322A (manual) and the 41323A (automatic) versions.

Best,

Mike C

Happy to photograph one for you but unless one of my spares is VR I don't want to dismantle a dizzy on one of my cars just to find your number stamp.

Send me a PM

The number on the cam will be 13 since the max advance is 26

Hi all,
I pulled the distributor out today. Nothing wrong with the drive dog. Can't find any description on the vacuum unit. The number on the weight is 16.
I replaced the smallest spring by one that has more tension, hoping that it will keep the rotor more stable.
I will let you know if I find any improvement !
I have some pictures, if you need them let me know or tell me how to post them in an easy way ...
and now let's drive !
paul

I had asked my original question in order to assist me with an article I was writing on E-Type distributor variations for an article for E-Type magazine. Unfortunately I have only just seen Christopher's reply. My article has been with the editor for some months awaiting a publishing slot.

Christopher comments that the cam will be stamped with the number 13 indicating a maximum of 13 degrees advance at the distributor and 26 at the crank. However this applies to the 3.8 Lucas DMBZ6 only. The 4.2 Lucas 22D6 was fitted with a 9 degree cam though some reports claim 11 degrees so 18 (or 22) at the crank.

The Federal Spec 1.5 had a 20 degree maximum advance cam so 40 at the crank and the Federal Spec Ser 2 had a cam stamped with 16 indicating a maximum advance (before any static advance) of 16 degrees at the distributor and 34 at the crank.

These figures have significant importance for anyone fitting triple SU carburettors to an emission spec car which was previoulsy fitted with twin Strombergs. I have listed all of this information along with the specs of the advance weights/springs and vacuum advance or retard modules in my article which hopefull should be published soon.

Mike C