dist advance weights points vs electronic

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67belevdere/225

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i will be running the a dodge diplomat electronic distributor in my 225
i have the original point model from the 67 belv , is there any difference in the weights inside
i am replacing the springs for the advance ,then going to test it on a dist machine to see how much advance it has
 
No answer on the weights and advance, but if you have it that far apart, might not be a bad idea to replace the nylon gear. I've had a few break over the years.
 
No answer on the weights and advance, but if you have it that far apart, might not be a bad idea to replace the nylon gear. I've had a few break over the years.
yes i did order a new one , i saw it was some kind of plastic ,so new it is
 
The weights are probably the same. The key is the advance slots in the centrifugal advance. The HP distributors have a light spring plus the heavier but long slot spring.
 
i am replacing the springs for the advance ,then going to test it on a dist machine to see how much advance it has

That right there is going to answer everything you need to know.
It will show your total timing as well as the curve, so what you need to find out is what usually works best on the 6.
I know what works well on the 8's but not the 6's.
 
Make sure you install the new distributor drive pinion correctly; it's not as obvious as it looks. See here.[/QUOTE
the gear that was on the car was not broken i did order a new from doorman. there wasno issue in the first place
i will check it out when i get around to replacing it , all in all the end play should be between .007 and .009
is the problem the gear is poorly made
 
I don't know much about Diplomats, and you didn't state the year. I know that in the early 1980's, many Chrysler's changed to a distributor w/ Hall-effect pickup with no advance (neither weights nor vacuum). Spark advance was done in the "spark computer" (aka "lean burn box"). I expect those distributors would have a different connector, probably w/ 3 wires.

I second the nylon gear installation. When I was a dumF kid, the nylon gear broke but only because my dumerF brother dropped a nut inside the distributor and didn't tell anybody (jammed shaft). I bought a new gear, but for some reason figured the rivet on the shaft was supposed to fit in the slot on the end of the gear. No, that slot is supposed to face down and the rivet go thru the hole in the gear. Maybe only half-dumb since I recall reading later that gears can come w/ no hole and one is supposed to drill the hole. Anyway, it actually worked fine and I got it timed that way. But, the rivet later popped out of the slot stranding me on the highway. Put it back, but eventually broke the nylon, so finally bought a rebuilt distributor and said "so that's how it fits". The real dumF thing was touching the car without having a manual. The internet makes all this so easy today.
 
I know that in the early 1980's, many Chrysler's changed to a distributor w/ Hall-effect pickup

Not on the Slant-6, they didn't. Hall-effect pickups were used in the 2.2/2.5 four-cylinder engines and the throttle body fuel injected 3.9 V6 and 5.2/5.9 V8 of '88-'91. The Lean Burn \6 and V8 distributors you're thinking of had the 6- or 8-splined reluctor just like the regular '73-up electronic ignition distributors, only there were two pickup coils in the Lean Burn distributor: a "Start" pickup and a "Run" pickup.
 
The Lean Burn \6 and V8 distributors you're thinking of had the 6- or 8-splined reluctor just like the regular '73-up electronic ignition distributors, only there were two pickup coils in the Lean Burn distributor: a "Start" pickup and a "Run" pickup.

These had two separete plugs on the dist. one two connector, and one three connector.
There were also single pickup distributors used with the computer. Can tell these by not have a vacuum advance unit on them. Totally fixed timing, in the distributor. Don't want to run a "fixed" distributor on a street car (unless you have computer timing)
 
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