4Cruisers,
I thought some of this was discussed in the past in the FJ60 section, so my apologies if any of this was answered elsewhere. But could you update the latest details for a non-expert to some questions:
Are you saying that these are an alternative replacement for the discontinued late FJ40/FJ60 dual diaphragm advancers--when running a stock non-recurved 2F operation-- and that this somehow eliminates the reason for having the 2nd advancer?
If I'm already running a desmogged recurved 2F with dual advancer, and that dual advancer later fails, is this a simple drop-in for this case, or are other changes needed with vacuum lines, etc?
They look like new units, and therefore have new, not restored, diaphragms?
If desired, do they allow taking a stock distributor to later be re-curved for the best desmog operation?
What altitude range are they optimally suitable for, and at what elevation do they start causing poor performance? Is there a workaround for this?
You mention "several improvements" you have made to the stock item--what are they?
If you perform "refurbishment" of customers' sent-in large-cap distributors, replacing the advancer along with worn parts, and then also change parts for a desmog recurve, do you have a ballpark price and a turnaround time you can share?
If this was all discussed in a different thread, or you have a website that explains all this, please point me in that direction. My goal is to have a correctly desmogged 2F with a recurved distributor and tuned carburetor that runs better than the stock layout. The unreplaceable/unrepairable dual advancers seem to be a roadblock to achieving that goal.
Thanks for the response.
Q. Are you saying that these are an alternative replacement for the discontinued late FJ40/FJ60 dual diaphragm advancers--when running a
stock non-recurved 2F operation-- and that this somehow eliminates the reason for having the 2nd advancer?
A. No, there is no provision for high altitude compensation (HAC). I haven't (yet) been able to source suitable new dual diaphragm advancers with advance curves close to the main diaphragms on the late FJ40/FJ60 advancers. Other than that, this advancer could be used in either a recurved or non-recurved distributor, the recurve affects the mechanical advance mechanism only (weights, springs, and stop pin bushing).
Q. If I'm already running a desmogged recurved 2F with dual advancer, and that dual advancer later fails, is this a simple drop-in for this case, or are other changes needed with vacuum lines, etc?
A. Did your de-smog retain the HAC system? If so, this would be a simple drop-in, but the HAC system wouldn't be functional. The system could be left in place with the vacuum line that runs to the outer vacuum nipple plugged (in case a dual diaphragm advancer ever becomes available). Or the system could be removed entirely. I can work up a diagram showing before and after configurations, similar to the de-smog diagrams here on MUD.
Q. They look like new units, and therefore have new, not restored, diaphragms?
A. Yes, they are new units with new diaphragms. I modified the NipponDenso advancers to add the bracket and J-shaped arm som it can be a simple drop-in.
Q. If desired, do they allow taking a
stock distributor to later be re-curved for the best desmog operation?
A. As I mentioned above, this advancer could be used in either a recurved or non-recurved distributor, the recurve affects the mechanical advance mechanism only (weights, springs, and stop pin bushing).
Q. What altitude
range are they optimally suitable for, and at what elevation do they start causing poor performance? Is there a workaround for this?
A. The stock advancer's HAC system is designed to kick in at 3,930 feet and drop out at 2,570 feet. Without HAC, timing could be advanced temporarily to compensate for higher altitudes. I know that many here on MUD do just that when they drive to Colorado to explore the high country at the annual Solid Axle Summit.
Q. You mention "several improvements" you have made to the stock item--what are they?
A. The "several improvements" refer to improvements over the first versions of this modified advancer, and didn't change the functionality at all. The first versions weren't direct drop-ins - for instance, they didn't have the J-shaped arm.
Q. If you perform "refurbishment" of customers' sent-in large-cap distributors, replacing the advancer along with worn parts, and then also change parts for a desmog recurve, do you have a ballpark price and a turnaround time you can share?
A. I can't perform recurves, FJ40Jim is the individual to go to for that. I've refurbished a few FJ60 distributors for other MUD members, but the distributors vary in condition, so the parts requiring replacement vary. I have limited supplies of some replacement parts (e.g., breaker plate assemblies), but quite a few (more than 20) other new NLA parts (e.g., Koyo sealed distributor shaft bearings and distributor gear pins). I can also modify the late FJ40/FJ60 distributors for custom applications - this weekend I'm finishing up an FJ60 distributor that will have points, internal condenser, and new NipponDenso single diaphragm advancer with an advance curve similar to the '77 2F distributor. That set-up will allow for upgrading F engine and pre-81 2F engine distributors to a bearing supported distributor shaft. I plan on building one for myself to use as a trail spare for my '71 and '76 FJ40s that are already set up for FJ60 electronic ignition - if the electronic ignition fails on the trail or on the highway I'd just have to drop in the trail spare and connect the distributor to the coil, bypassing the igniter.
