Distributor rebuild update.

With the 1/2 worn weight post needing replacing I sent a second distributor to David to be used for parts. It is an R10 Ducellier unit which is basically the same however with a shorter shaft length. One of the good posts from the spares distributor is removed and will be tig welded into the Gordini distributor.

Gordini Distributor shaft on left and parts shaft on right
showing the posts are the same size.

Drilling out the new post.

Post removed.

Removing the worn post in the Gordini shaft.

Replacement post.

Replacement post ready to be tig welded in position.

Webers should stop leaking now.

No matter how many times my mechanic tried to stop the Webers leaking from the bottom bowls they just kept leaking. So while the distributor is away for a rebuild I removed the Webers purchased some new, longer stainless screws (he replaced the originals with shorter black screws) and put it all back together using a small film of Locktite 518 sealant. Hopefully this will stop the leaks.

Distributor woe's.

The distributor has been pulled down and we have found a few problems that need attention. The shaft and bushes are OK but will receive some love. The main problem as you can see in the last photo is the 1/2 worn weight pivot post. Got a good bloke on the job.

1/2 worn pivot post will need to be replaced.

Distributor rebuild.

I am having the Gordini distributor overhauled by David Andrews at Vintage Racing Developments in Sydney. Have a look at the attached data and plot for the test and note that raw data is listed in crank RPM, whereas plot X axis is distributor RPM (crank RPM / 2). Crosses on the plot are the values from my distributor overlayed on the OEM limits. Note that the total advance of my distributor is only 12 (distributor) degrees vs the 13 to 15 factory total advance tolerance and that this discrepancy is of course magnified by a factor of two when considered in terms of crank values, ie. I will have 24 crank degrees total, whereas the prescribed factory limits for total advance are 26 to 30. I expect the total advance shortfall is a legacy of lost motion due to the play in the weight pivots. The distributor was spun to 8000 crank RPM and the advance does not increase beyond the maximum 12 distributor degrees initially seen @ 3250 crank RPM. Information supplied by David Andrews.

So as you can see the 48 year old distributor is not working to its best (The x's should be in the lines) so it will be re-furbished. When re-fitted the engine should run better and a few missing horses should be returned.