In the old days we had 110 Octane gas at the pump. Now it is 92 . Quick advance curves went out when the 110 Octane went away. Everyone recurved the distributor for racing in the old days. Locking the advance is for track only . It beats out the bearings. Dual point distributor is to increase spark energy by increasing coil dwell,not to alter timing. Many people did weird things, Dirt track racers being the weirdest. Are you an uneducated farmer, Tony, running Sprint cars? CAT gives this a big yawn. Remember if it doesn't start put in an extra battery for 24 volts and use a high torque starter. Don't think that over advanced timing is the problem.
I used a set of white Barbie tires for my build. Hadda paint the Barbie lettering white to hide it 😆 It's just an old blue banana seat 20" bike with ape hangers and extended forks I painted red. I used 16" wheels on it with the white Barbie tires for easier peddling. I call it Cap'n Merica. Maybe I should challenge him to a race 🤔 😆😆
I just tried to watch videos about ignition timing and vacuum advance on two other channels and I had to tune out, because they were too meandering and long-winded. Thanks for continuing to keep the main thing the main thing!
When I was a teenager, we would have killed to be able to get info like this on our phone at anytime and from anywhere and FREE. This is the good stuff that makes all the garbage on UA-cam worth putting up with.
Not the only reason. My street Camaro, I added a bump start right onto my fire wall near the hood hinge. Can't really see it. Use it to bump over the engine for multiple reasons. I used to work at a marina fixing boats. We had a sort of test circuit with a starter bump switch on it. Hook it to power and the other lead goes to the starter, had another lead going to the ignition. With that wire harness thingy, you can easily steal any old boats in less than 10 seconds lol. My cousin worked at that marina before me and our boss needed to do repo's on boats for whatever reason. It came in handy lol.
My favorite tweak to my Camaro back in the day was tuning the distributor. Amazing how many people go tweaking their cars and looking for all the horsepower they can get, only to overlook the distributor. That immediate snap of the throttle is simply the best.
I had to come back and watch this video second time. It reminded me of when my grandfather set me on the fender of his 76 Granada and started teaching me about distributors and timing. Thank you very much for the nostalgia Uncle Tony.
This channel has helped me more with my Mopar than any other channel. I have 1950 with a 318 in it with an HEI distributor and just don't have any acceleration until I watched a few of your videos and you helped me figure it out.
Videos are 10x better. His explanations are real world and easily understood. Comments and questions are invaluable and usually answered. A book...? Not nearly as good.
@@hotrodray6802 Books on the basics are a great learning tool and should not be ignored. Why wait for an explanation to be spoon fed to you when you can have a reference on hand to answer your questions? It's by far a far more concentrated form of knowledge.
Yep...Ignition timing is a science in itself...Took me quite a while to grasp exactly why with RPM's and fuel grades and compression how it all makes a difference but nobody mentions the fuel burn(Spark to explosion) time of the fuel grades and auto ignition...Pump gas thru to Methanol or e85...Nitro is another game as you well know...Just thought I'd throw that in...Love the show Tony.
One thing a lot of people miss when tuning a distributor is shaft end play. Shim it up, otherwise you can get unexplained timing shifts that happen as the shaft moves up and down due to the angle on the drive gear. This can happen on manual transmissions (mostly) while shifting gears as the rpm goes up and down quickly. Some are so bad it can backfire thru the carb... on a really bad distributor, and most people will never consider its from end play of the dist. shaft. Of course a whipped engine with a stretched timing chain and other factors can contribute.
I was a developmental technician at ford in the UK in the 70’s one of my jobs was setting distributor curves on the rig the same for long range vacuum advance - this was how timing was advanced on the dyno, the same for the carburettor- AFR was tuned by pressurising the float bowl either pressure or vacuum old school pre electronic EFO
Wow your videos are so good. Ive thought about using lighter springs for low end advance and a harder one for high rev advance (more CR and cam). Keep up the work. Really like your Channel more and more!
You remind me so much of my dad before he passed its unreal. He was just a redhead version. Mopar or nothing. I might have a manky old ford. Ty for the tip on my boiling fuel in the bowl btw. But you sir have alot of amazing knowledge that can be applied to anything... I should send you my dead ford 400m so you can see their fatal bottom end oiling issues first hand and give even more knowledge
I am not sure what exactly I am supposed to learn on this channel but it is truly entertaining. It's like my uncle has his own youtube channel and he regurgitates stuff he heard back in the 70's
2 years of school, ase certified, lots of parts hanging but the knowledge these old dudes have is astonishing. These are the mods we are missing in today's society. Turbo this and nitrous that. Most of us just want seat of the pants accomplishment for cheap.
Thank God for fuel injection. Not only that, it's so nice to just hook up the computer and see literally everything. Built CTSV(LSA) 848 wheel & Single turbo 427 LSX Owner. (1003 on the engine dyno)
Hey uncle Tony's Garage I Really appreciate yr patience and Educational thoughts . This world and time's we live in . I need yr knowledgeable blessing too Reach around the world, for the next generation of god's children. It's time to find A protoge . To carry the torch. Yr vernacular speech is so clearly understood. Thank you. I want people to understand you are a Righteous soul and we blessed with yr caring, loving Nature. Teach this to All. Thank you so much strength and knowledgeable tools for life Energies. 👍
Great info as always!!! Never had a dual-point, but toggling between the two is sooo clever!! Thats the granddaddy of todays ignition map swaps (but without mouse clicks)!!!!
Definitely not many guys like you in my area. Having a time finding someone to tune my 383 chevy. Needless to say, I'm learning all I can about timing, fuel, carb tec and so on because no one knows better than you on how you want your car to perform..thanks....
thanks I really appreciate you showing me how to do that Tony that's something I was really concerned about trying to get this little barracuda running with the 318 after I put a mild Cam and it just wasn't snappy enough coming off the line and that took care of the problem thank you
A buddy of mine father had a Sun Distributor Test / Tuning machine and tune your distributor for six pack of beer and a pack of NO filter Camels. You always two different sets of springs daily driver and your Saturday night springs. What trip down memory road thanks
Legendary stuff. Thanks for preserving and sharing your knowledge. All of these wonderful things that are what wrenching and racing are all about will be lost one day if guys like you don't!!
One of you best videos yet..No kidding and then a big thank you for not talking about the rubber hose to stop point bounce... yes I tried it. ,, Melted the hose pieces . Shut down the engine.
I learned to power tune from a Hot Rod magazine that I read while working, back in the late 90's, LOL. Then got the parts and did it to my 84 Monty. I did my Jeep AMC 360 with medium springs and soldered enough lead on the weights to have to hollow out the rotor cap ribbing. I welded a chevy distributor to the engine end to do this and take advantage of the chevy hipo stuff.
Please do a video on phasing a distributor. I phased several on my Chrysler products. And it was worth a considerable amount of fuel mileage and horsepower. The phasing on some of the late 60s early 70s Chrysler products was horrible at times. I believe that that would be a very informative concept for a lot of people.
I use two light springs and set total timing at 36° on small bore big blocks (383 and 426) and drop it back to 34° for 400 and 440 engines. Seems to be a really happy medium for street/strip use.
Of everything I've seen on building carbed engines, I've never seen anything on tuning a distributor in such extremes. This is valuable info to me. It also kinda reminds me of tuning a centrifugal clutch for a scooter or moped. I still see carbed engines as viable builds versus just converting everything to efi or ls swapping.
nothing better than points and condenser , your still driving while the other guy is trying to get his mega dollar electronic crap to even work . Oh , and yes, points are capable of 8500 rpm , in my 351 cleveland anyway .
My 70's Honda motorcycle has the same identical setup behind the points which I'm very familiar with. I'll be sure to start applying the same logic to my small block. 👍
thanks for that! never thought of the fazing position of the rotor to the cap at higher rpm! i have limited the outward travel! have to change my thinking!
A friend yrs ago threw a old 81 rs Camaro together with a 350 block all Used parts. Man it wasn't the Fastest in town. But you take your foot off the brake at a stop sign and just Nail the gas, Man it would throw you into the seat and Burn the Tires till the fire company was called. What a ride
Another design feature of the mopar distributor, is the anchor pin for the advance springs, are actually an eccentric, and tension can be adjusted by rotating them😁👍. Figured that out when I was 13, and building my 69 valiant.
The problem I run into back in the day with the ford 429 SCJ and Boss 302 engines is having the advance come in at a lower RPM was cracked piston skirts and these engines had forged pistons.
Still needs to be properly timed. And remember, MSD is down to one spark above 3,000 rpm due to the "clock-time" required to generate a spark, even at 530 volts.
@@hotrodray6802 yep. just curve the thing and give it as much intiail as the engine will take without pinging and limit the mechanical and get your total where you want thats where an e curve MSD distributor has a huge advantage you can make it do whatever you want
Sweet Baby Jesus , First time I worked on a ole Subaru , lil sucker had 2 dizzy an 3 sets of points , the second dizzy points would not fire till you hit like 40-45 mph .
Distributors and carburetors are my Dads thing I called him the demon tweaker. He would fiddle around and have that motor purring like a kitten. Hit the key... vroom there you go. That shit was always a big deal for him.
Uncle Tony, how many miles to the biscuit are ya gettin' out of that little pink bicycle? LOL. .......Foolishness aside, another great lesson, as always. Thank you!!!
I had a Capri with a 2.3.it would scream when I hit the gas even with 3 passengers. Always tinkering I found the springs were weak so when I hit the gas, instant full advance. Let off and it would idle and time fine. Fixed it and no more ultra quick acceleration. Waaa. I missed it.
My first bike was pink, i rode eveywhere on it, did all kind odd jobs with it, pulling my cart of tools, or push mower behind it. So i cant joke too much.... I do need a recuver machine, do you know where i can find one?
As Tony has described accessing the advance weight springs can be removed by disassembly of the dizzy or the breaker plate. Me as a novice and intimidated by removing the breaker plate, i was able to remove the heavy spring by removing the advance can and peering into the side slit to view/remove the spring, rotate the engine with a switch if necessary to get the correct spring to remove. Have not run the engine yet but excited to see the change.
Isn't it ironic that guys with 8th grade educations, did this stuff in the pits at some old WWII airfield dragstrip with trial and error, plus the knowledge of how all of it worked, and they have been replaced by a fleet of college boys, who became fat assed engineers in air conditioned offices creating multi thousand dollar computer controlled modules and sensors to get the same net effect. Meanwhile those young guys are now old guys running manual shifting, all motor, normally aspirated gassers, and still able to take the stripe from these Dodge Hellokitties kids into their third car payment. Old school rocks. -Old Boomer 😂
In the old days we had 110 Octane gas at the pump. Now it is 92 . Quick advance curves went out when the 110 Octane went away. Everyone recurved the distributor for racing in the old days. Locking the advance is for track only . It beats out the bearings. Dual point distributor is to increase spark energy by increasing coil dwell,not to alter timing. Many people did weird things, Dirt track racers being the weirdest. Are you an uneducated farmer, Tony, running Sprint cars? CAT gives this a big yawn. Remember if it doesn't start put in an extra battery for 24 volts and use a high torque starter. Don't think that over advanced timing is the problem.
I hope you've made arrangements to leave your brain to the fucking Smithsonian, man. Science NEEDS to unlock the secret powers of that damn thing.
It’s obvious why there is a cat for your thumbnail picture.
You were suppose to check in with 999thenewman! Did you not get the message? 🙄🙄🤪🤪😵😵
@Account User There were a few places that sold CAM2 110 octane and still are, but that’s still not “pump gas.”
@@UncleTonysGarage LMFAO
True mechanic... drops his rump on anything available when it's time to ponder the wonders of machines
Hahaha!!!! 👍🏻
Glad to see you're finally getting to enjoy your bike build
I used a set of white Barbie tires for my build.
Hadda paint the Barbie lettering white to hide it 😆
It's just an old blue banana seat 20" bike with ape hangers and extended forks I painted red.
I used 16" wheels on it with the white Barbie tires for easier peddling.
I call it Cap'n Merica.
Maybe I should challenge him to a race 🤔
😆😆
@@MrTheHillfolk do it
Keeping it lightweight with the no streamer grips look. This butterfly means business!
He's doing a road glide conversion on it!!!
well this IS kindergarten tuning stuff! even though it's also MASTERCLASS. Love it
I just tried to watch videos about ignition timing and vacuum advance on two other channels and I had to tune out, because they were too meandering and long-winded. Thanks for continuing to keep the main thing the main thing!
You are awesome uncle tony, thank you so much for the signed stickers. It means more than you can imagine. You are a great man!!!
When I was a teenager, we would have killed to be able to get info like this on our phone at anytime and from anywhere and FREE. This is the good stuff that makes all the garbage on UA-cam worth putting up with.
Absolutely!
Please let us all know how this 'info' helps your engine's performance
@@bicylindrico Some of us actually build engines and remember learning this stuff the hard way.
@@johnwilburn LOL. Ok John. I am a newbie
John, info like this used to be printed in Car Craft, Hot Rod, Super Stock & Drag Illustrated, etc. back in the 1960s.
that's cool I never knew that's why race cars have a separate start button. This guy is pure genius.
Not the only reason. My street Camaro, I added a bump start right onto my fire wall near the hood hinge. Can't really see it. Use it to bump over the engine for multiple reasons. I used to work at a marina fixing boats. We had a sort of test circuit with a starter bump switch on it. Hook it to power and the other lead goes to the starter, had another lead going to the ignition. With that wire harness thingy, you can easily steal any old boats in less than 10 seconds lol. My cousin worked at that marina before me and our boss needed to do repo's on boats for whatever reason. It came in handy lol.
My favorite tweak to my Camaro back in the day was tuning the distributor. Amazing how many people go tweaking their cars and looking for all the horsepower they can get, only to overlook the distributor. That immediate snap of the throttle is simply the best.
probably part of why you see old shop guys dragging $50,000 engines. money can't buy experience.
I had to come back and watch this video second time. It reminded me of when my grandfather set me on the fender of his 76 Granada and started teaching me about distributors and timing. Thank you very much for the nostalgia Uncle Tony.
I remember busting starters in my GTO when I was a kid, had to learn timing the hard way wish I'd have known someone like Uncle Tony back then
This channel has helped me more with my Mopar than any other channel. I have 1950 with a 318 in it with an HEI distributor and just don't have any acceleration until I watched a few of your videos and you helped me figure it out.
Dude is a genius, I wish he was my neighbor.
Literal, free performance wisdom. Pure internet gold. Thanks Uncle T!
I thought I was a good hot rod mechanic ! Thanks for the lesson.
You know it’s a good video when you watch the whole thing several times.
Uncle Tony, have you ever thought of writing a book with all of this knowledge in it? It sure would help young guys like me who are just starting out.
Videos are 10x better.
His explanations are real world and easily understood.
Comments and questions are invaluable and usually answered.
A book...? Not nearly as good.
@@hotrodray6802 Books on the basics are a great learning tool and should not be ignored. Why wait for an explanation to be spoon fed to you when you can have a reference on hand to answer your questions? It's by far a far more concentrated form of knowledge.
Yep...Ignition timing is a science in itself...Took me quite a while to grasp exactly why with RPM's and fuel grades and compression how it all makes a difference but nobody mentions the fuel burn(Spark to explosion) time of the fuel grades and auto ignition...Pump gas thru to Methanol or e85...Nitro is another game as you well know...Just thought I'd throw that in...Love the show Tony.
One thing a lot of people miss when tuning a distributor is shaft end play. Shim it up, otherwise you can get unexplained timing shifts that happen as the shaft moves up and down due to the angle on the drive gear. This can happen on manual transmissions (mostly) while shifting gears as the rpm goes up and down quickly. Some are so bad it can backfire thru the carb... on a really bad distributor, and most people will never consider its from end play of the dist. shaft. Of course a whipped engine with a stretched timing chain and other factors can contribute.
I got a manual tbird doing this timing shift issue, thank you for the comment I'm about to fix it now
Mom! Dad's on my bike again!
I was a developmental technician at ford in the UK in the 70’s one of my jobs was setting distributor curves on the rig the same for long range vacuum advance - this was how timing was advanced on the dyno, the same for the carburettor- AFR was tuned by pressurising the float bowl either pressure or vacuum old school pre electronic EFO
Wow your videos are so good. Ive thought about using lighter springs for low end advance and a harder one for high rev advance (more CR and cam). Keep up the work. Really like your Channel more and more!
I'm commenting while the first ad is running... I've learned more from this guy than any msd video so far
You remind me so much of my dad before he passed its unreal. He was just a redhead version. Mopar or nothing.
I might have a manky old ford. Ty for the tip on my boiling fuel in the bowl btw. But you sir have alot of amazing knowledge that can be applied to anything... I should send you my dead ford 400m so you can see their fatal bottom end oiling issues first hand and give even more knowledge
Haven't heard anyone talk about this stuff for a very long time. Great video and accurate info on the subject.
Thats cause everybody wants LS and fuel injection lol but nothing better than a snappy oldschool v8
The pink bicycle is the only thing in that garage that runs. And personally, I blame squirrels too.
I am not sure what exactly I am supposed to learn on this channel but it is truly entertaining. It's like my uncle has his own youtube channel and he regurgitates stuff he heard back in the 70's
2 years of school, ase certified, lots of parts hanging but the knowledge these old dudes have is astonishing. These are the mods we are missing in today's society. Turbo this and nitrous that. Most of us just want seat of the pants accomplishment for cheap.
Thank God for fuel injection. Not only that, it's so nice to just hook up the computer and see literally everything.
Built CTSV(LSA) 848 wheel & Single turbo 427 LSX Owner. (1003 on the engine dyno)
Hey uncle Tony's Garage I Really appreciate yr patience and Educational thoughts . This world and time's we live in . I need yr knowledgeable blessing too Reach around the world, for the next generation of god's children. It's time to find A protoge . To carry the torch. Yr vernacular speech is so clearly understood. Thank you. I want people to understand you are a Righteous soul and we blessed with yr caring, loving Nature. Teach this to All. Thank you so much strength and knowledgeable tools for life Energies. 👍
It takes a real man to sit on a barbie bike and and explain muscle cars. Uncle tony is a wealth of info. Thanks.
When uncle tony said he wanted to get another bike I thought he ment a motorcycle LOL
This is so ol'school, love it, like reading the latest Hot rod magazine tech tips back in the 60s
Nice bike lol
That bitch a huffy?
That bike has a Himi
That bike has been custom painted to his shirt, so you betta watchyoself.
Thankyou for a choosing a slanter distributor for the demonstration !
I know others have commented on the bike, but I can't resist. Love the bike! this guy is the real deal. Love the content just found your channel.
Too often I find people who advance the timing too much and the engine fires early and slows down.
Great info as always!!! Never had a dual-point, but toggling between the two is sooo clever!! Thats the granddaddy of todays ignition map swaps (but without mouse clicks)!!!!
Great knowledge. Thanks for keeping it simple for us backyard wrenches
"Curving the distributor?" Sounds like Peyronie's disease!
Ouch!
Not sure how many caught this, but lol
Definitely not many guys like you in my area. Having a time finding someone to tune my 383 chevy. Needless to say, I'm learning all I can about timing, fuel, carb tec and so on because no one knows better than you on how you want your car to perform..thanks....
thanks I really appreciate you showing me how to do that Tony that's something I was really concerned about trying to get this little barracuda running with the 318 after I put a mild Cam and it just wasn't snappy enough coming off the line and that took care of the problem thank you
A buddy of mine father had a Sun Distributor Test / Tuning machine and tune your distributor for six pack of beer and a pack of NO filter Camels. You always two different sets of springs daily driver and your Saturday night springs.
What trip down memory road thanks
Just picked up a 64 D300 long step side . Been following you for a couple of weeks and I would like to pick your brain on the poly 318
Watch the recipe for a hot 318 video
Am I the only sucker who likes Uncle Tony’s videos before it even starts ?
No, lol
Tony is the high performance engine on that little pink bicycle.
im 20 secs in and I can't stop laughing, I cant take you seriously as you sit on that bike
Legendary stuff. Thanks for preserving and sharing your knowledge. All of these wonderful things that are what wrenching and racing are all about will be lost one day if guys like you don't!!
One of you best videos yet..No kidding and then a big thank you for not talking about the rubber hose to stop point bounce... yes I tried it. ,, Melted the hose pieces . Shut down the engine.
I learned to power tune from a Hot Rod magazine that I read while working, back in the late 90's, LOL. Then got the parts and did it to my 84 Monty. I did my Jeep AMC 360 with medium springs and soldered enough lead on the weights to have to hollow out the rotor cap ribbing. I welded a chevy distributor to the engine end to do this and take advantage of the chevy hipo stuff.
Please do a video on phasing a distributor. I phased several on my Chrysler products. And it was worth a considerable amount of fuel mileage and horsepower. The phasing on some of the late 60s early 70s Chrysler products was horrible at times.
I believe that that would be a very informative concept for a lot of people.
Hands down best explanation on these tricks and tips!! Iam 35 and grew up with efi crap mostly.. thanks dude! Jeremy from Wisconsin)
I use two light springs and set total timing at 36° on small bore big blocks (383 and 426) and drop it back to 34° for 400 and 440 engines. Seems to be a really happy medium for street/strip use.
Idk if you will see this but thank you I needed some kinda reference as to what springs to put in my distributor
I've never heard it explained so well! Great job!
Of everything I've seen on building carbed engines, I've never seen anything on tuning a distributor in such extremes. This is valuable info to me. It also kinda reminds me of tuning a centrifugal clutch for a scooter or moped.
I still see carbed engines as viable builds versus just converting everything to efi or ls swapping.
nothing better than points and condenser , your still driving while the other guy is trying to get his mega dollar electronic crap to even work . Oh , and yes, points are capable of 8500 rpm , in my 351 cleveland anyway .
My 70's Honda motorcycle has the same identical setup behind the points which I'm very familiar with.
I'll be sure to start applying the same logic to my small block. 👍
Thank you in advance. I just bought a 72 Landcruiser and ready to learn from your videos.
Tony I love that Bike you are sitting on!!! Great Video
Andy- this reminds me why I like your channel so much....... less stupid fucking idiots.......check out Unity Motorsports garage
Short and sweet. Thanks tony for giving us another classic.
thanks for that! never thought of the fazing position of the rotor to the cap at higher rpm! i have limited the outward travel! have to change my thinking!
I have learned so much watching your videos you are one of my favorite Mechanics on youtube
A friend yrs ago threw a old 81 rs Camaro together with a 350 block all Used parts. Man it wasn't the Fastest in town. But you take your foot off the brake at a stop sign and just Nail the gas, Man it would throw you into the seat and Burn the Tires till the fire company was called. What a ride
Thanks for the video. I really like how you explain stuff... easy for this country boy to understand.
Good info. Real useable for the back yard guy
I love this stuff! Thank you Uncle Tony!
Uncle Tony have a happy Fourth of July!!!!! Great segment on the distributors!!!!!!
Another design feature of the mopar distributor, is the anchor pin for the advance springs, are actually an eccentric, and tension can be adjusted by rotating them😁👍.
Figured that out when I was 13, and building my 69 valiant.
"Ancient" tuning secrets. Haha good one
Who would have thought that a barbie bike with trainers would make an old gearhead even more cooler
That's a pretty gangster chair😎
Awesome video, way over my head but I’m learning and it’ll make sense some day!
The problem I run into back in the day with the ford 429 SCJ and Boss 302 engines is having the advance come in at a lower RPM was cracked piston skirts and these engines had forged pistons.
Great lesson! I use a switch. Keeps dummies from steeling it too.
Nothing but awsomeness!! Thank you for your knowledge and sharing..
Thanks for the heads up! I’ve got a MSD, and I believe this will help me bring the beast outta my engine. 😉
Still needs to be properly timed.
And remember, MSD is down to one spark above 3,000 rpm due to the "clock-time" required to generate a spark, even at 530 volts.
@@hotrodray6802 yep. just curve the thing and give it as much intiail as the engine will take without pinging and limit the mechanical and get your total where you want
thats where an e curve MSD distributor has a huge advantage you can make it do whatever you want
Add a switch to cut power to the coil til you get the starter spinning the motor, then put the fire to it. You know, like on race car.
Hi uncle tony good job again great video on recurving distributors really learning a lot think you.👍🔧🚘
A Pink Trikey! Too Cool
Sweet Baby Jesus ,
First time I worked on a ole Subaru , lil sucker had 2 dizzy an 3 sets of points , the second dizzy points would not fire till you hit like 40-45 mph .
Distributors and carburetors are my Dads thing I called him the demon tweaker. He would fiddle around and have that motor purring like a kitten. Hit the key... vroom there you go. That shit was always a big deal for him.
i have never taken a grown man on a pink barbie bike more seriously in my life.
On HEI. If it's old you must buy a kit. They got nylon inserts that wear out.
Strip the dizzy, strip strip the dizzy, strip the dizzy, strip strip the dizzy.
🤯it sounds like you just explained launch control like 40 years before launch control was a thing
Uncle Tony, how many miles to the biscuit are ya gettin' out of that little pink bicycle? LOL. .......Foolishness aside, another great lesson, as always. Thank you!!!
Thanks UT, I been waiting for this one. Happy 4th!
Thanks for the educational video I learned a lot in a few minutes.
So glad I found your channel
I had a Capri with a 2.3.it would scream when I hit the gas even with 3 passengers. Always tinkering I found the springs were weak so when I hit the gas, instant full advance. Let off and it would idle and time fine. Fixed it and no more ultra quick acceleration. Waaa. I missed it.
That is one sweet ass pink hotrod you're sitting on.....lol
Had a 318 with 340 heads, lighter springs limited fill on slots, thing would give whiplash on take off.
Like your pink hotrod.
U.T. it seems to me people who leave stupid comments tend to forget you are amongst the founding fathers of fast cars
Hey uncle Tony, NICE BIKE !!!
Very well explained ! Thank you
Nice chopper uncle Tony!
My first bike was pink, i rode eveywhere on it, did all kind odd jobs with it, pulling my cart of tools, or push mower behind it. So i cant joke too much....
I do need a recuver machine, do you know where i can find one?
As Tony has described accessing the advance weight springs can be removed by disassembly of the dizzy or the breaker plate.
Me as a novice and intimidated by removing the breaker plate, i was able to remove the heavy spring by removing the advance can and peering into the side slit to view/remove the spring, rotate the engine with a switch if necessary to get the correct spring to remove.
Have not run the engine yet but excited to see the change.
Isn't it ironic that guys with 8th grade educations, did this stuff in the pits at some old WWII airfield dragstrip with trial and error, plus the knowledge of how all of it worked, and they have been replaced by a fleet of college boys, who became fat assed engineers in air conditioned offices creating multi thousand dollar computer controlled modules and sensors to get the same net effect.
Meanwhile those young guys are now old guys running manual shifting, all motor, normally aspirated gassers, and still able to take the stripe from these Dodge Hellokitties kids into their third car payment.
Old school rocks.
-Old Boomer
😂
You should be on a Schwinn Apple Krate!
Weld the other side of the slot, so it comes back to rest w/o any more spring preload
Oh this was awesome. Legend.