| Distributor question and a thanks to Steve Ferguson [message #224051] |
Sun, 29 September 2013 21:22  |
skip2
Messages: 544
Registered: September 2011
Location: Winter Haven,FL (center o...
Karma: 3
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Senior Member |
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Tried to PM Steve with this but he doesn't accept them so I will have to bug the forum once again
Just wanted to thank Steve and pick your brains on the distributor suggestion. The distributor might have a problem but Steve' suggestion prompted me to to open up the motor and that probably prevented my coach from burning to the lug nuts. I pull the covers and started the motor and got hit the face with what I thought was water but it burned and smelled like gas. The fancy stainless braided fuel line I ran from the electric pump had sprung leaks in the middle of the run up the right front of the motor and the fan was blowing it everywhere. I thought I smelled fuel when I first started it on last weekends trip but I put it off to the choke taking to long to open. It was leaking in the middle of the run with nothing to cause damage to it. Thanks Steve, I always believed God sometimes puts things in place some to keep me out of trouble, I guess Steve was an unwilling angel.
Now back to the distributor, it is the points type from 74 with the mallory unilite ignition inside. The vacumn advance works fine with the brake bleeder pump hooked to it. If the centrifugal weights were to hang up and not work as fast as they should do you think it could cause a lag, not a blubber, when I accelerate hard since the vacumn advance normally doesn't have much vacumn on hard acceleration. I can cruise at 60mph on flat ground and hold 15inches of vacumn. I sorta remember the weights, when I put on a new rotor, and the pivot points and springs were badly worn, sloppy. Could they also hang up after running and coming to a stop and hold the spark advance up and not letting the idle drop? I have to keep popping the throttle a little to get it to drop(then of course the light turns green). First thought it was the old worn throttle shafts that the Qjets were known for but can't simulate it by moving the throttle shaft by hand and trying to find a bad spot. The accelerator pump squirts plenty of fuel and if you ease into with just a fast acceleration, not stomping it the floor, it runs like the preverbial winged mammal out of the eternal place of punishment. Do you know of any upgrades to this distributor, I like the fact I can throw in a set of point and a condenser if the unilite fails and I'm moving on so I'd rather stay with this old style after reading some of the issues with the HEI's. I know someone out there has "been there done that". Also, before you ask, I checked and the vacumn line is hooked to the port above the throttle plate so the vacumn at idle is very little.
As usual, Thanks,
Skip Hartline
863-557-0085
74 Canyon Lands, FiTech,
3.7 FD LSD, Manny Tranny,
Springfield Distributor,
2001 Chevy Tracker Ragtop Towd
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| Re: Distributor question and a thanks to Steve Ferguson [message #224053 is a reply to message #224051] |
Sun, 29 September 2013 21:50  |
roy1
Messages: 2126
Registered: July 2004
Location: Minden nevada
Karma: 6
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Senior Member |
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If the pivots and springs are badly worn I can see them hanging up a bit and causing a faster idle. Also the choke mechanism can cause a fast idle if it isn't set properly. If it stumbles when you punch it the accelerator pump could be the cause. Did it squirt nicely if you hit it at idle? Folks may have minor problems at times with the HEI but in my opinion it is the best set up for the GMC. Even though you replaced the points with an electronic type set up the springs should be modified to get a faster and longer advance. Why not put in a properly recurved HEI and keep your current distributor just incase?
Roy Keen
Minden,NV
76 X Glenbrook
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| Re: [GMCnet] Distributor question and a thanks to Steve Ferguson [message #224068 is a reply to message #224051] |
Mon, 30 September 2013 08:09 |
Steven Ferguson
Messages: 3447
Registered: May 2006
Karma: 0
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Switching to a HEI unit will require an air cleaner change, unless you have
some kind of air duct on the carb with a remote filter setup. I have never
like the Unilite unit. The Pertronix is an excellent unit and the new
owners have listened to complaints and beefed up the power amp and Hall
effect sensor. Hard to email troubleshoot without knowing what your
initial advance is set to. As has been stated many times here, start at 12
deg and work your way down one degree at a time until there is no
detonation under max load. The "lag" you describe is typical of an engine
with a timing disparity. Sounds like your advance is correctly connected
to a ported source. Disconnect and plug it when you set the initial
timing. Lastly, the weights hanging up will cause an increase in idle
speed. Kits for replacing weights and springs are cheap. If you are
headed to Coos Bay for the fall GMCWS John Ruff has a Patterson HEI that he
is bringing to sell. Maybe two.
I've had a lot of those braided fuel lines develop pinhole leaks and I'm
glad you discovered it.
Steve F.
On Sun, Sep 29, 2013 at 7:22 PM, Skip Hartline <skiphartline@aol.com> wrote:
>
>
> Tried to PM Steve with this but he doesn't accept them so I will have to
> bug the forum once again
> Just wanted to thank Steve and pick your brains on the distributor
> suggestion. The distributor might have a problem but Steve' suggestion
> prompted me to to open up the motor and that probably prevented my coach
> from burning to the lug nuts. I pull the covers and started the motor and
> got hit the face with what I thought was water but it burned and smelled
> like gas. The fancy stainless braided fuel line I ran from the electric
> pump had sprung leaks in the middle of the run up the right front of the
> motor and the fan was blowing it everywhere. I thought I smelled fuel when
> I first started it on last weekends trip but I put it off to the choke
> taking to long to open. It was leaking in the middle of the run with
> nothing to cause damage to it. Thanks Steve, I always believed God
> sometimes puts things in place some to keep me out of trouble, I guess
> Steve was an unwilling angel.
>
> Now back to the distributor, it is the points type from 74 with the
> mallory unilite ignition inside. The vacumn advance works fine with the
> brake bleeder pump hooked to it. If the centrifugal weights were to hang up
> and not work as fast as they should do you think it could cause a lag, not
> a blubber, when I accelerate hard since the vacumn advance normally doesn't
> have much vacumn on hard acceleration. I can cruise at 60mph on flat ground
> and hold 15inches of vacumn. I sorta remember the weights, when I put on a
> new rotor, and the pivot points and springs were badly worn, sloppy. Could
> they also hang up after running and coming to a stop and hold the spark
> advance up and not letting the idle drop? I have to keep popping the
> throttle a little to get it to drop(then of course the light turns green).
> First thought it was the old worn throttle shafts that the Qjets were known
> for but can't simulate it by moving the throttle shaft by hand and trying
> to find a bad spot. The acceler
> ator pump squirts plenty of fuel and if you ease into with just a fast
> acceleration, not stomping it the floor, it runs like the preverbial winged
> mammal out of the eternal place of punishment. Do you know of any upgrades
> to this distributor, I like the fact I can throw in a set of point and a
> condenser if the unilite fails and I'm moving on so I'd rather stay with
> this old style after reading some of the issues with the HEI's. I know
> someone out there has "been there done that". Also, before you ask, I
> checked and the vacumn line is hooked to the port above the throttle plate
> so the vacumn at idle is very little.
> As usual, Thanks,
> Skip Hartline
> 863-557-0085
> _______________________________________________
> GMCnet mailing list
> Unsubscribe or Change List Options:
> http://temp.gmcnet.org/cgi-bin/mailman/listinfo/gmclist
>
--
Take care,
Steve
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