Helmet rpm band with 11A small cam points

[BUBBAS IGNITION]

Seen 3rd generation had spun one up and i thought, i wonder how good this one is .......

The distributor (helmet) spun up to almost 8,000 rpm before tester shows any spark scatter !!!!!!!!

WOW but my engine died out for lack of air at 4600 rpm in high gear !!!!!!!

Someone told me once a flathead cant suck enough air to hurt its self !!

[Jack E/NJ]

>>> (helmet) spun up to almost 8,000 rpm before tester shows any spark scatter>>>


Helmet rotates at half crank speed. I guess my 21-studder won't do 16,000 afterall even sucking enough air. Sigh. Jack E/NJ

[35fordtn]

Jim surely you are using the RPM terminology in terms of crank rpms. I assume you bend the point spring a tad to achieve that? That’s the only way I’m able to. Glad to see you are still tinkering!

Had someone send in a Bubba distributor this week for a tune up after its had many miles on it... needed nothing... adjusted the dwell back a whopping 1 degree. Pretty impressive.

Jim, another question... using a scope have you ever tried to see at what primary resistance trouble starts to set in on these. As in a what’s too low and what to high range?

[BUBBAS IGNITION]

Originally Posted by Jack E/NJ

>>> (helmet) spun up to almost 8,000 rpm before tester shows any spark scatter>>>


Helmet rotates at half crank speed. I guess my 21-studder won't do 16,000 afterall even sucking enough air. Sigh. Jack E/NJ

Actually that’s engine rpm not distributor rpm , also note the degrees of advance is 22 degrees , perfect distributor .

[BUBBAS IGNITION]

Originally Posted by 35fordtn

Jim surely you are using the RPM terminology in terms of crank rpms. I assume you bend the point spring a tad to achieve that? That’s the only way I’m able to. Glad to see you are still tinkering!

Had someone send in a Bubba distributor this week for a tune up after its had many miles on it... needed nothing... adjusted the dwell back a whopping 1 degree. Pretty impressive.

Jim, another question... using a scope have you ever tried to see at what primary resistance trouble starts to set in on these. As in a what’s too low and what to high range?

That’s engine rpms using a new set of Napa Cs47 contacts that’s pretty typical for these contacts .

I have a running engine stand snd if I ever get caught up I plan on using a scope with some different early coils , condensors etc . Will write up the info when I get it . The ignition coil condensor match is the key to this as well as the actual running voltage Will get to it soon

[35fordtn]

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Jim when you go to testing such give me a call beforehand.

Recently cs47’s is what I’ve been using I now tend to swap between them and wells brand.

[Kurt in NJ]

I was playing, put a model A distributor in the machine, as removed from engine sitting for over 20 years, at 1200-1500 big band of scatter, then about 3000 , put some cam lube on the cam and it was good to 6000 engine rpm. The points have a Ford script on them

[BUBBAS IGNITION]

Originally Posted by Kurt in NJ

I was playing, put a model A distributor in the machine, as removed from engine sitting for over 20 years, at 1200-1500 big band of scatter, then about 3000 , put some cam lube on the cam and it was good to 6000 engine rpm. The points have a Ford script on them

yEP PLENTY OF LUBE IS A TOPP SECRET SPEED TRICK........