Hope she does, but if not i think NEW plugs maybe the answer. That would be great, do have fingers crossed. Yep gotta start somewhere, but we all wait with abated breath.

Hope the morning turns fruitful.

_________________
MRO....

Cheap, Fast, Reliable.... Pick 2...

Hey All,
Monday Morning Update:

Yesterday, after cleaning the Spark Plugs with a small Wire Brush in the Craftsman RotoTool, and properly setting the gap, they were re-installed in Lorrie's mighty 225 Slant Six Engine.

But this morning, had a feeling that maybe they needed a little more attention.

Removed EACH Spark Plug individually, carefully cleaned between its Electrode and its Tip with a few swipes with Garnet Emory Paper, re-installed it, hooked it up, and then moved on to the next one.

When all six were finished, the Negative Cable to the Battery was hooked up, the Bendix Stromberg Carburetor's Idle Screw was turned IN 1/2 turn (this done in response to the Fuel Fouled condition of the Spark Plugs BEFORE they were cleaned).

The Carburetor was given a spritz of Starting Fluid, the RUN Switch turned ON, and the START Switch activated.

Lorrie's mighty 225 Slant Six Engine cranked, fired off about three Cylinders and then settled into just a SPARK-LESS cranking.

Turned the RUN Switch OFF and then back ON, and activated the START Switch.

The same thing happened.

Did this a number of times, with the same result every time.

She TRIES to start, but then there is just NO fire.

Put the Test Light Probe on the "+" Terminal of the Ignition Coil with the RUN Switch ON, and got a BRIGHT Light.

Thinking that it might be the Switch that is malfunctioning intermittently, cranked the Engine with the Test Light on the "+" Terminal of the Ignition Coil, and the BRIGHT Light stayed on. Did this a number of times. The RUN Switch seems to be functioning consistently.

Also cranked the engine with the Test Light on the "-" Terminal of the Ignition Coil, and got a BRIGHT "flashing" Light.

Pulled the Ignition Coil to Distributor Wire and held it near a ground, with the RUN Switch ON, and cranked the Engine. Got a few sparks to start with, but then they appeared to stop. But it is bright out where Lorrie is, and it MIGHT be that the sparking is just not visible. BUT, it may also be that it is NOT sparking. This needs to be done when it is dark to make sure.

Removed the Distributor Cap and put the Test Light Probe on the Fitting on the Wire FROM the "-" Terminal of the Ignition Coil that is connected to the Points Set and Condenser. With the RUN Switch ON, activated the START Switch, and got a consistent BRIGHT "flashing" Light.

So the Ignition Coil, Wire from the "-" Terminal of the Ignition Coil to the Distributor, the Condenser, and the Points appear to be functioning properly.

Finally, checked to see if Lorrie's Bendix Stromberg Carburetor's Accelerator Pump is working. Could see the last of a squirt of Gasoline hitting the Throttle Valve Plate, so am going to assume that it is functioning.

So Lorrie is getting Spark, but it COULD be intermittent.

And Lorrie MAY also need NEW Spark Plug Wires.

So armed with all the above information, what in the hell do YOU think is going on here?

Any comments, responses, insights, and etc., are welcome.

Thanks in advance for any assistance.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey Dusty,
They come four in a box. Got two boxes of them last time. Have two NEW Plugs here. Am ordering another box of four today. They will hopefully be here this evening.
See the Monday Morning Update.
You can breathe now.


Alas.

But am not discouraged, nor dissuaded. At some point, Lorrie is going to finally have her problem found and resolved. It's just a matter of time. Have something that not everyone has, and that is: Infinite Patience and Forbearance.

Hope YOU have a nice day.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Hey All,
Tuesday Evening Update:

Have just taken delivery of four NEW NKG ZFR5N Spark Plugs which will have the Washers removed, will have the gap properly set, and will be installed in Lorrie tomorrow morning to see if Lorrie's mighty 225 Slant Six will start and run.

Will let you all know what happens.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

With abated breath we wait....

_________________
MRO....

Cheap, Fast, Reliable.... Pick 2...

Hey Dusty,
The night went perfectly. Was asleep by 8:00 p.m.

Awakened at precisely 5:00 a.m.

The morning routine has gone perfectly so far.

Have a tendency to regard THAT as an omen that the fates MAY be smiling on us.

Now, if Lorrie will just start up, everything will be fine EXCEPT for the finding out of WHAT caused the Fuel Fouling of the NKG ZFR5N Spark Plugs in the first place, because the Bendix Stromberg Carburetor was adjusted as perfectly as it could have been adjusted.

Al, the Moderator over at DodgeTalk is betting that the problem is in the Spark Plug Wires.

YOU are betting that the problem is in the Fuel Fouled NKG ZFR5N Spark Plugs.

I'm tending towards the problem being from an intermittent fault, or a combination of intermittent faults from a whole group of intermittent faults centered in and around the Distributor.

Permit me to explain why that is said:

Can and have run every diagnostic test possible:

Current to "+" Terminal of the Ignition Coil: Check.

Current at "-" Terminal of the Ignition Coil: Check.

Current at the Points end of the Wire FROM the "-" Terminal of the Ignition Coil: Check.

Points close, and open 0.020: Check.

Points fire with the RUN Switch ON when the Engine is cranked: Check.

Wire from the Tower of the Ignition Coil to the Tower of the Distributor sparks
when held near a ground, with the RUN Switch ON, and the Engine cranked: Check.

Then after everything is assembled, and the RUN Switch is turned ON, and the START Switch activated, the Engine tries to start, firing off about three Cylinders before settling into a spark-less cranking.

At that point, can pull the Wire from the Tower of the Ignition Coil out of the Tower on the Distributor and hold it near a ground, crank the Engined, and it will spark a few time and then quit sparking.

Everything checks out as PERFECTLY functional until it is asked to ACTUALLY function, and at THAT point, Lorrie TRIES, but fails to ACTUALLY function.

Have done this entire procedure over and over with the same results time and time again.

Anyway, am deep into the process of assembling the list of parts, the list of sources for those part, and the price of acquisition and delivery of the parts necessary to convert Lorrie's STOCK Ignition System over to an HEI System Ignition System.

Will be posting the List of Parts, the List of URLs from where to acquire the Parts, and the List of Prices of those Parts.

Will be out in Lorrie at 8:00 a.m. this morning to install the NEW NKG ZFR5N Spark Plugs, and to give Lorrie one last chance to fire up.

If she fails to so do, will report back here.

And then will begin: "The Great Lorrie Van Haul Stock Ignition To HEI Ignition Conversion Caper".

Will remove the Spark Plug Wires.
Will remove the Ignition Coil to Distributor Wire.
Will turn Lorrie's Engine to TDC of Number One Cylinder.
Will remove the Wire from the "-" Terminal of the Ignition Coil.
Will remove the Vacuum Hose from the Bendix Stromberg Carburetor to the Distributor.
Will remove the Bolt holding Lorrie's Distributor in place.
Will remove Lorrie's Distributor.
Will clean the area around the hole from which the Distributor was removed.
Will cover the hole with a piece of Duct Tape.
Will then proceed to find out HOW to disassemble the Distributor.

Am I missing anything?

Comments and suggestions are, of course, solicited, welcomed, and appreciated.

Hope you all are well.

Isn't this FUN, you guys?

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Rest is a very good thing... Fingers,toes, AND eyes crossed Weakening spark as the condenser was failing. Possibility. Yep. As is known and IS maddening.... Yep Which I think All the experts say is a sign of insanity.... Great, and as you will discover is a lot cheaper than the MR "Kit" Am breathing this am dont wanna fall over or anything.... WooHoo ANOTHER "Caper"... You are staring to get these down.
A Running LVH... I am sure there will be more help than you can shake a stick @ if indeed it comes to a HEI conversion.

Hope YOU are having a good Morning

BUT JUST in case...

_________________
MRO....

Cheap, Fast, Reliable.... Pick 2...

Hey All,
Wednesday Mid-Morning Update:

Took the Washers off of the NEW NKG ZFR5N Spark Plugs.

Set the gap on each one at 0.035.

Removed the OLD NKG ZFR5N Spark Plugs.

Installed the NEW NKG ZFR5N Spark Plugs torqued to 30 ft/lbs.

Hooked them up.

Hooked up the Negative Battery Cable to the Negative Post of the Battery.

Turned on the RUN Switch.

Activated the START Switch.

Engine cranked, but absolutely NO SPARK.

Pulled the Ignition Coil to Distributor Wire, and held it near a ground. Cranked the Engine.

Absolutely NO SPARK.

Clipped the Test Light to an Intake/Exhaust Manifold Stud.

Touched the Probe to the "+" Terminal of the Ignition Coil.

Turned on the RUN Switch. Got a BRIGHT Light.

Touched the Probe to the "-" Terminal of the Ignition Coil.

Cranked the Engine.

Got a "flashing" BRIGHT Light.

Touched the Probe to the IN Terminal of the Ballast Resistor with the RUN Switch ON. Got a BRIGHT Light.

Touched the Probe to the OUT Terminal of the Ballast Resistor with the Run Switch ON. Got a Light but somewhat dimmer than at the IN Terminal.

Pulled the Ignition Coil to Distributor Wire and tested it for Continuity by reading the K-Ohms Scale of the Multi-Tester. Got a 7.43K Ohms reading.

Removed the Negative Cable from the Negative Pole of the Battery.

Picked up all the Tools.

Closed Lorrie's Doors.

And slowly walked away from her in the deafening silence of her mighty 225 Slant Six Engine.

What to do NOW?

Hope you all are well.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Dimmer light on coil side of ballast is correct, but did you measure the actual voltage? Of course if it is NOT sparking at all as you said I would pull the distributor, and give it a going over, checking for an internal short. Your spark has to be dieing somewhere.

AND the only thing that you have NOT replaced are the Plug Wires themselves, although I have a hard time thinking that is the problem, as to be running one time fine and just 'quit'.

I would try a different coil JC although the one on MsLVH is new...(Before removing dist of course)

_________________
MRO....

Cheap, Fast, Reliable.... Pick 2...

Hey Dusty,
No.
YES!
It didn't just "QUIT". It "FADED GENTLY" away while backing out of the driveway.
Actually Dusty, am NOW going to go set up Lorrie's might 225 Slant Six Engine with the Number One Piston at TDC, and remove the Distributor to do an autopsy.

It has to come out anyway in order to install a NEW Electronic Truck Distributor.

Have written an E-Mail to the place that Daniel has said has NOS parts. Here is the text of that E-Mail:
--------------------
Dear Sir,
Am looking for a NOS Dodge Slant Six Electronic Truck Distributor.

Daniel Stern at the SlantSixForum recommended that I check with you for this
item.

It is going to be used in Lorrie Van Haul, who is apparently the only
surviving 1967 Dodge P200 Postal Van in existence.

Would like to know if you have such an item, what it would cost, and how
much the shipping would be to Onalaska, Texas which is thirty-three miles
East of Huntsville, Texas.

Thanks in advance for assistance in this matter.

JC Allison
------------------------
Sent this off last evening. Have not yet gotten a response.

Anyway, am off to see the Wizard!

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

I was goin to suggest just ditching it all and starting afresh... I actually think you are on to something with LVH KNOWING she is getting attention, and that you will eventually "cave-in" and GIVE her NEW stuff. Kinda like the kitties wanting the 'special' sauces whatever those maybe... I believe even tho you are going to do an autopsy on LVH's Dist, you will not find what is ailing it, and a new electronic dist, a new GM HEI module, the removal of the ballast resistor and the slight re-wire of the ignition system, she will start, run, and serve you dependably as she has in the past. She is aware of all the 'new fangled' gizmos of electronic ignitions and wants to join the crowd. (hafta keep up with the Jone's ya know)

Understandably frustrating and dis-heartening but not un-defeatable. Will await further updates from the autopsy, and words from the doctor..

_________________
MRO....

Cheap, Fast, Reliable.... Pick 2...

Hey Dusty,
What with a NEW Ignition Coil, a NEW Ignition Coil to Distributor Wire, a NEW Condenser, a NEW Points Set, a NEW Rotor, a NEW Distributor Cap, and all NEW Spark Plugs, the only thing left is NEW Spark Plug Wires. And you want to dit it all and start afresh?
The BITCH! That's just like who I was married to forty-three years ago.
Actually the secret to having cats eat whatever is put down for them is not to put any more down till what is already down is gone.
Was kind of hoping that someone here would help out and together we could find what has been the culprit.
The BITCH!
Yup, just like who I was married to forty-three years ago.
"Never give up! Never, NEVER, N-E-V-E-R!" (Winston Churchill)
Well, went out to remove Lorrie's Distributor. But before doing that, measured the Voltage at the IN terminal of the Ballast Resistor with the RUN Switch on. It was 11.98 Volts (this not being 12 Volts is because Lorrie's Battery has been being used to crank the Engine, and has not been being charged).

Then measured the Voltage at the OUT Terminal of the Ballast Resistor. It was 4.74 Volts.

Then to prove that the "+" Terminal of the Ignition Coil is getting 12 Volts from the START Switch, used the Test Light on the "+" Terminal of the Ignition Coil. Turned on the RUN Switch and got a Light (remember that the Voltage there is coming through the Ballast Resistor). While that Light was on, activated the START Switch and the Test Light went to BRIGHT while the Engine was cranking, then back to being dimmer when the START Switch was deactivated.

Then turned Lorrie's mighty 225 Slant Six Engine to where Lorrie's Number One Piston was at TDC so that when we get ready to put in the NEW Electronic Truck Distributor, will be able to stab it in so that the Rotor is at the proper place.

With THAT accomplished, a 7/16 Metrinch Socket was used to remove the Bolt that holds the Distributor in place.

The Distributor was then s l o w l y removed from the Hole...

There was suddenly a chilled rush of wind, the overcast skies darkened measurably to an almost moonless night dimness. There was a sudden flash of lightning that rent the afternoon, followed instantly by a rolling crash of thunder. Then out of the hole in which Lorrie's Distributor had been pulled came a bunch of what looked like the THINGS in the Indiana Jones movie that came out of the Ark of the Covenant when the NAZIs opened it. These THINGS flew frantically around inside Lorrie's cargo bay making moaning noises like a Pink Floyd synthesizer, and were obviously looking for a way out. But only one of Lorrie's doors was open, and I was blocking it, as in my surprise, I had stood up and braced myself in the door. I DID get a good look at one of those "THINGS"... It was a jackal headed woman with a rice kimbone, like a king seated side-saddle on a throne, it had a chipped nose adrip with Gold, uplifted thusly, with the paws that refreshes and the head of a fox!

Anyway, I gathered up the tools, and with the Distributor securely in hand, I came in to the Sound/Music Studio and put the Distributor on the bench. Am now going to have to figure out how to take it apart to see if what is wrong with it can be ascertained.

Will let you all know what is found.

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

Woah. If that is what happens when you pull your distributor, I want some of your meds.

_________________
Casually looking for a Clifford hyperpak intake for cheap.

Hey Reed,
That was written in a moment of near nervous breakdown. Have NEVER pulled a Distributor, and didn't know what to expect. The suspense kind of got to me. Had to do something to lessen the gravity of the situation. That's what happens to me when I'm in over my head.

What would you suggest I do now that Lorrie's Distributor is sitting here on the bench?

JC

_________________
Lorrie Van Haul - 1967 Dodge - P200 Post Office Vehicle - 225 Slant Six - Torqueflite A727 Automatic Transmission - Right Hand Drive Steering - Big Three HEI System - Frantz Oil Cleaner System - Bendix Stromberg Model W Carburetor

You are doing fine, much better than I did the first time I got this deep into a motor. Disassembling and cleaning a distributor is not technically difficult, but can be difficult the first time you do it. I am posting scans from my 1983 factory service manual detailing how to disassemble a lean-burn ignition distributor. Disassembling a points distributor is virtually the same. The only special tool you need is a pair of fine point needle-nose pliers to pull a little clip out of the center of the shaft. I don't think the diagrams I am posting show it, but immediately below the rotor there should be a little felt pad, followed by this little "O" shaped clip. The clip is almost a complete circle but has two little legs sticking up on the ends. You must grab one of those legs and carefully pull the clip out. Be careful because the clip (a) distorts and (b) might go flying who knows where. Putting this little bugger back in can be tricky too. I like to use a small flathead screwdriver and work the clip back into its groove.

This will all make sense once you are looking at the distributor.

Here are the scans:







I would clean all the bits and pieces in your favorite solvent and check the shaft for excessive wear and play.

Your distributor will have a vacuum advance pod not shown in the above diagrams. It unscrews from the body of the distributor and has a little arm with a stud that fits into a hole on the plate supporting the points. It is fairly obvious how to remove it once you are in there. Be sure to check that the vacuum advance pod still holds a vacuum. If it doesn't, you will need to replace it.

I would put the springs and weights and governor in a bag and save them for your new distributor. When your new distributor arrives, you can disassemble it, clean it, and reassemble it with the springs and weights and vacuum advance can from your original distributor.

Go slow, and you should be fine. Good luck!

_________________
Casually looking for a Clifford hyperpak intake for cheap.