Milesmor Timer Pre 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 the purpose.
Tap the Timing Screw or Octane Selector to full extent of adjustment slot in a clockwise direction, in other words, retard the Distributor completely.
Adjust both sets of points .014" to .016" with feeler gauge.
Place the Timing Fixture on the Distributor. MAKE SURE that the tongue on the end of the Distributor shaft, " which is offset" enters the slot attached to the rotating arm of the Timing Fixture, which is also offset. If these two offset pieces do not coincide, then the Distributor will not sit down flush on the Timing Fixture.
Now rotate the Timer arm in the direction indicated by the pointer, or in other words in a clockwise direction looking directly at the dial. The Distributor spindle should revolve easily.
Connect the Battery clips to a 6 Volt Battery, any direction. Attach the wander clip on the short wire to the breaker arm spring or coil low tension terminal.
Rotate the arm again and observe where the light goes out in reference to the RED line on the Timing arm. 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 a "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 either "34 or 36 degrees" respectively 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 closest to the Timing Screw which is on the side of the Distributor. Turn the Timer arm 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 red line on the arm passes the Sparks line, then tap the Timing Screw anti-clockwise a little, and try the next Sparks line, holding the arm with the red line right over the Sparks line, and tap Timing Screw gently till light goes out. Then rotate the arm slowly and the light should come on again, when the red line is over the F.P.C. (Firing Points Close) line. If it does not then the firing points will require altering. For instance if the arm falls short of the F.P.C. line then the points are too close together. On the other hand, if the arm takes the F.P. C. line a long way past the F.P. C. line before the light comes on the Firing 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 alternatively, eventually the light will be made to go out on any Sparks lines, and relight again of 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 till the light comes on with the Red line over the B.P.C. (Booster Points Close), this secured 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 the adjustments.
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 upgrade pull. This is to be done whilst on road test and with the Engine at normal working temperature.
POINTS TO REMEMBER ARE:
That to advance the timing on all three pin Distributors the Timing Screw is knocked up.
That incorrect adjustment such as too much pressure of Vacuum Brake retards acceleration and makes the engine sluggish.
That sometimes engines that are clean and are free from carbon, will perform better with a little additional advance, especially where high octane fuel is used.
CASHMORE AND RUSSELL PTY. LTD.
352 KENT STREET,