Milesmor Timer Post 1942
- The distributor should be completely dismantled, cleaned, the points examined, refaced or replaced as required to make a satisfactory job.
- Reassemble distributor. See contact points bear full face one to the other. Check contact spring tension to 20-24 inch ozs. This check must be made with a special spring tension gauge made for purpose.
- Tap the timing screw or octane selector to full extent of adjustment slot in an anti-clockwise direction, in other words, retard the distributor completely.
- Adjust both sets of points .014 to .016 with feeler gauge.
- Place the distributor on the “Milesmor” timing fixture. Make sure that the tongue on the end of the distributor shaft “which is offset”, enters the slot attached to the rotating disc of the TIMING FIXTURE, which is also offset. If these pieces do not coincide, then the distributor will not sit down flush on the TIMING FIXTURE.
- Now rotate the disc with thumbs to make sure everything is alright.
- Connect the battery clips to a 6 volt battery, any direction. Attach the clips on the other wire to the terminal on the side of distributor.
- Rotate the dial again and observe where the light goes out in reference to the RED line on the TIMING FIXTURE. It should be in the vicinity of a sparks line, eight of which, are shown on the disc of the timer.
- It is well to note here that two objectives are to be secured in the final timing with the Milesmor Timing fixture; the FIRST being the correct position of the spark in relation to piston position; the SECOND the correct CAM angle or dwell and overlap of the points to secure the most efficient spark.
- Proceed as follows: to time the distributor and get the correct cam angle of “36 degrees” at the same time; place a piece of fibre, celluloid or cardboard between the booster points of the distributor, the material must be an insulator: These points are located furtherest away from the timing screw which is on the side of the distributor and nearest the firing points. Turn the timer disc anti-clockwise in all the following adjustments. Never turn back to a sparks line, go to the next one, otherwise inaccurate timing will result. Turn to a sparks line noting where the light goes out, if the disc passed the red line, then tap the timing screw clockwise a little and try the next sparks line, holding the disc with the red line right over the sparks line, and tap timing screw gently till the light goes out. Then rotate the disc slowly and the light should come on again, when the light is right over the F.P.C (firing points close line). If it does not, the firing points will require altering. For instance, if the disc falls short of the F.P.C. line, then the points are too close together. On the other hand if the disc takes the F.P.C. line a long way past the red line before the light comes on, then the points are too wide and must be closed. From here on is the art of timing. For instance, if the points are readjusted then the light will not go out on the sparks line unless the timing screw is tapped one way or the other accordingly. It will be seen then that by tapping the timing screw and adjusting the points alternately, eventually the light will be made to go out on any spark lines and relight again on the F.P.C. lines. This having been achieved then the distributor is correctly timed.
- Remove the insulation from between the booster points and adjust them until the light comes on with the red line over the B.P.C (boost points close), secure this and the distributor now has the correct cam angle or dwell.
- Tighten all locking screws and timing screw, recheck timing on TIMING FIXTURE and make sure nothing has moved to upset adjustment.
13. Oil the vacuum brake plunger sides only and see the leather pressure pad is free from all lubricant. Apply a little petroleum jelly to the breaker cam giving lubrication to the fibre rubbing blocks of the moving points. Apply a spot of oil to each rocker arm pivot, also to distributor shaft bearings, replace spring and cap of vacuum brake.
- Refit the distributor to the engine and adjust the vacuum brake to just eliminate pinging on sudden acceleration or on heavy up grade pull. This is to be done whilst on road test and with the engine at normal operating temperature.
POINTS TO REMEMBER
- That to advance the timing on all the two pin flat type distributors the timing screw is knocked down or clockwise and not up as on previous models.
- That incorrect adjustment such as too much pressure of vacuum brake retards acceleration and makes the engine sluggish.
- That sometimes engines which are clean and free from carbon will perform better with a little additional advance, especially where high octane fuel is being used.