From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Timing modifications required to fit a Delco-Remy distributor to a Bentley engine.
| Identifier | ExFiles\Box 82\4\ scan0249 | |
| Date | 17th February 1936 | |
| X200 To By.{R.W. Bailey - Chief Engineer} c. to E.{Mr Elliott - Chief Engineer} c. to RHC.{R. H. Coverley - Production Engineer} Hs{Lord Ernest Hives - Chair}/Wths.7/KW.17.2.36. Timing of Delco-Remy Distributors (Bentley). We have received as a sample a Delco-Remy Ignition Distributor and Governor for trial on Bentley engine and since it is approximately half the cost of the standard distributor we should like to fit it as soon as possible. In order to fit it, however, certain modifications will have to be carried out to the governor drive in order to ensure that all engines have the cylinder marks on the distributor cover in approximately the same position. With this type of distributor the cam and spindle are made in one piece and the cam cannot be adjusted to its correct position as on the R.R. distributor. The method of timing the Delco-Remy distributor is to rotate the tower until the points are breaking and then lock the tower in that position. It will be realised that with the existing drive, which has a master serration at the top and bottom, the distributor cover may be in such a position, that the wires would foul the cylinder block and head. In order to overcome this we suggest that the master serrations be deleted from the driving wheel E.51687 and from one end only of the coupling piece E.51689. This means that instead of cutting 27 serrations and leaving one uncut, we cut the full 28 serrations on E.51687, and on E.51689 at one end only, leaving the master serrations as atpresent at the other end of the latter. The timing would then be simplified considerably, all that would be necessary would be for the coupling piece E.51689 to be fitted so that the master serration was in a certain position with the engine set at the advanced ignition mark for No.1 cylinder firing stroke and the distributor fitted in position. The engine would then be roughly timed and the exact timing would be obtained by rotating the tower slightly to the correct position. | ||