twin plug ignition

[Steve Arndt]

I am converting my car to individual coil near plug (CNP instead of COP). I am using four IGN1 Redline coils, four wires, and the Redline 882C has 8 built in ignition drivers so I can switch to twin plugs easily in the future and use the remaining 4 ignition drivers. I'm going to start a new thread with info on this in the EFI section soon.

The 882C has individual cylinder timing control. This means I can run different timing on every cylinder and every plug to optimize the tuning.



Steve

[melville]

I understood the cam-driven distributors to have been the earliest models but in practice that the timing varied with camshaft torsional dynamics. There are only two lobes on each intake cam! I presume the variations of ignition on clutch side/ignition on pulley side had to do with packaging, whether it was in a 356 or 550 (rear or mid engine). I have no idea why there are two different crank drive setups. I believe Jake works on the occasional Fuhrmann motor, perhaps he could tell some more.

I'm not clear on how the crank drive is lubricated. Oil? Grease? Seals to keep it all off the fan belt?

Sorry to take it further OT!

Mel

[MASSIVE TYPE IV]

The cam driven dizzys were found on the roller crank early 547 engines. When the engines swapped to plain bearings in 1959 the cam mounted dizzys were swapped for the crank mounted units.

I have worked for two solid days to time one of those engines, not only do the dizzys have to be synched at idle and full advance but also their advance curves must coincide.

A valve adjustment and tune up on that engine was a 6K buck job-

You want NOTHING to do with one of those beasts... I love the opportunity to tweak on one when it pops up, but thank god it's only once in a blue moon....

[Can Drive Soon]

Sounds like its hell to keep them running good, but I bet when they are tuned well they run really nice.