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TR2/3/3A distributor pedestal on a tr3

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sp53

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Does anybody know a site or a later thread that talks about the shimming of the distributor pedestal on a tr3? I might be over analytical because in the past I would just put a new gasket on the bottom and be done. However, I seem to remember people taking about end play in the distributor drive shaft. When I look at the Moss picture of the gasket, they refer to the gasket as a packing. I just do not want to make a stupid mistake. Who knows I might just have been lucky before?
Sp53
 
The Brits refer to all gaxkets as "packing". Performs the same function as a gasket just a Brit form of labeling.
Can't help you with the pedestal, haven't gotten to that reassembly yet. Packing is designed to keep fluids from leaking out, or in as the case may be. Shims are used to keep parts alligned and functioning properly. If you hve a factory manual it may shed some light on your question.
Regards, Tinkerman
 
Aloha,

I think the end play of concern is the wobble of the distributor shaft caused by worn bushings. There is a long bushing (sometimes in two shorter pieces) in the distributor body that the shaft/action plate passes through. If this is worn the shaft can be moved around to the point that a consistent gap can not be maintained. The cam piece that fit over the shaft/action plate can also wear resulting a loose fit. These bushings are lubricated by the few drops of oil down the center of the shaft after the rotor is removed. This bit of distributor maintenance is probably often ignored.

Safety Fast,
Dave
 
I heard about this (shimming the pedestal) last year I think. This after 20+ years of just putting a paper gasket & Blue Hylomar on there. Maybe I was lucky but I suspect this is not a super critical adjustment.
 
Yeh I am kinda of thinking that also Geo. I am going to probably just put the shaft back in with the gasket and some sealer and call it good. The brass bushing in the block looks good.
Sp53
 
Hi All,

Au contrare!

TR4 Service Manual, pg 1.130 (Brooklands reprint):

[ QUOTE ]
Distributor Drive Gear End Float

Determine the requisite amount of packing under the distributor pedestal to give .003 to .007" distributor gear end float by the following procedure:

Insert the oil pump drive shaft through the bush and rotate the shaft to engage the driving tongue with the oil pump driving slot. Measure the thickness of a plain washer with an internal diameter of 1/2". Slide the washer and gear over the shaft and fit the distributor pedestal (note: no "packing" is fitted at this time).

Measure the gap between the distributor pedestal and the cylinder block as shown (with a feeler gauger). Subtract this dimension from the washer thickness to determine the end float of the gear.

Example 1
If the washer thickness is .062" and the width of the gap is .060", then the end float will be +.002". This is insufficient and requires a packing of .003" thickness to produce an end float of .005".

Example 2
Thickness of washer .062". Width of gap .065", gear interference is .003" (-.003" float). In this example, the interference of .003" requires packing of .008" thickness to give an end float of .005".

Remove the pedestal, gear and drive shaft and withdraw the 1/2" washer from the shaft.

[/ QUOTE ]

Sections covering the rest of the distributor/pedestal alignment and fitting follow, during which the pedestal is installed with the correct thickness of packing, as determined by the above procedure.

Maybe it's not super critical, I dunno, but it's pretty easy to check.

/ubbthreads/images/graemlins/cheers.gif
 
Hi Allan and thanks for the information. You are amazing; you find stuff that I could not find anywhere and I believe that is what I saw some time back. I will put a little effort into setting this thing up now. I am a little concerned because when I had the block dipped and cleaned I had them remove the brass bushing. When I reinstalled the bushing it was a tight fit and I had to press it in (hammer). My fear is that it might not have gone down all the way into the block. This could cause a problem if the shaft is to tight; however, the bearing would probably just plane itself down, or perhaps just settle down. I do not know. I just hate making dumb mistakes. It does seem to me that the problem experienced at this juncture would be a wear in problem with too much clearance between the shaft and the bushing, like Dave said.

Sp53
 
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