V-8 flathead problems

[Yeo.NT]

I am not to familiar with the old ford V8s as of yet, so don't quote me on this. From a mechanical view I would say it could be your distributor, either the vacuum advance and or the mechanical advance.

The vacuum advance could be a vacuum leak, ripped diaphragm or or seized actuator. The mechanical advance could be the weights and/or springs are seized/broken/missing. No advance means the engine timing is set for idle RPM thus not letting you gain the speed or power through the different RPM range

[rob love]

The word "timing" seems to be the constant in this thread. Give the distributor/ignition the going over, then if that doesn't work you may have to go deeper.

[BCA]

Thanks for the input. I've eliminated fuel supply issues up to the carb (changed pumps, checked pumping pressure, added an inline electric pump). The coil is a fairly modern normal looking ignition coil (says 6V on it which may explain why the resistor has been by-passed - would too much voltage be a problem?). The wiring has been re-done and not exactly as original but ignition switch works fine and good power to coil.
I saw on a Ford forum that one problem may be with insufficient point gap: I just can't get up into the diver helmet distributor to check the gap etc. I can just barely see the one set of points with a mirror.
If I take off the distributor will I screw up the timing when putting it back on? I haven't been able to find any good information and photos on fooling with these distributors.
Oddly, right after making the post I went around the block with modest power, babying with the choke seemed to help a little bit. No idea if I tinkered with something that helped a bit.
... Brian

[BCA]

Lynn; I forgot to mention that exhaust system is solid and has no blockages. Also the accelerator pump worked fine for both carburators. When it is idling and I look down that carb throat I can see small but distinct drops of liquid fuel dripping slowly into the carb throat. I guess the fuel just hasn't vaporized yet or that this indicates a problem.
....... Brian

[rob love]

Originally Posted by BCA

Thanks for the input. I've eliminated fuel supply issues up to the carb (changed pumps, checked pumping pressure, added an inline electric pump). The coil is a fairly modern normal looking ignition coil (says 6V on it which may explain why the resistor has been by-passed - would too much voltage be a problem?). The wiring has been re-done and not exactly as original but ignition switch works fine and good power to coil.
I saw on a Ford forum that one problem may be with insufficient point gap: I just can't get up into the diver helmet distributor to check the gap etc. I can just barely see the one set of points with a mirror.
If I take off the distributor will I screw up the timing when putting it back on? I haven't been able to find any good information and photos on fooling with these distributors.
Oddly, right after making the post I went around the block with modest power, babying with the choke seemed to help a little bit. No idea if I tinkered with something that helped a bit.
... Brian

The timing is set inside the distributor by adjusting the plate that the points are mounted to. I used to just scribe the plate before removing it from the distributor.

Remove the entire distributor as a unit. It has been a while since I have done one, but I recall it was 4 5/16 bolts (1/2 socket size) and the distributor will come right out with the vacuum line and the wires removed.

MBF1, or any of the Ford CMP manuals will give you a good description on how to repair the distributor. Seems to me you used to have the timing fixtures in your inventory. They make setting the points and timing a breeze. Again, follow the steps in the manual. While you have the point plate out, that is when you check out the weights and the vacuum advance. Merely sucking on a tube you attach to the vacuum advance will easily indicate if it is working or not. Lightly oil the weights on their pivot points any time you are in a distributor.

No doubt about it....it is a tight fit removing the distributor. But once done right, you will not have to go into there again for many many years. If you find it too tight, remove the radiator....lots of room then.

[Lynn Eades]

I based my suggestions on the statement that she has sat for a few years. If the distributor weights are seized, she would still rev with no load. The vacuum side doesn't really matter at this point either.
Things like cam timing, valve lobes, are not going to change. If she was a runner before, she should run again. If she idles, shes nearly there.

[rob love]

Originally Posted by Lynn Eades

I based my suggestions on the statement that she has sat for a few years. If the distributor weights are seized, she would still rev with no load. The vacuum side doesn't really matter at this point either.
Things like cam timing, valve lobes, are not going to change. If she was a runner before, she should run again. If she idles, shes nearly there.

Agreed, but that is why I asked if it was running well before it was parked. We did not get an answer to that.

With today's modern oils, the old flat tappet engines can develop problems. The SM and SN rated oils are not meant for the flat tappet motors, but rather for the roller type lifters.

[charlie fitton]

too bad you don't know anyone who lives nearby that has a timing fixture - OH wait! - I do.....519 240 6001
f

[chris vickery]

Brian
I assume we are talking about my old 12 cab?
We both know she is a sweet runner, at least it was a few years ago.
Dad and I had to play with the distributor quite a bit back then to get it just right. The symptoms you mention sound familiar, due to the timing out of whack.
Pull the distributor out and reset the timing, making sure all is free as suggested and swap out the condensor as well with a new one.
The flatheads run like crap when the timing is out, especially when trying to accelerate as you describe.