Hey Dusty,
The RUN Switch is a two circuit, turn-on, turn-off, Mil-Spec Switch.

There are two Wires coming from two 30 Amp Fuses on the Fuse Panel.

One Wire goes to one circuit on the RUN Switch, and when the RUN Switch is ON, it sends 12 Volts to the "IN" Terminal of the Ballast Resistor.

One Wire goes to the other circuit on the RUN Switch, and when the RUN Switch is ON, it sends 12 Volts to the "IGN" Terminal of the Alternator Regulator.

Permit me to continue on to the START Switch.

It too is a two circuit Switch, but it is Press-ON, Release-OFF Mil-Spec Switch.

There are two Wires coming from two 30 Amp Fuses on the Fuse Panel.

One Wire goes to one circuit on the START Switch, and when the START Switch is pressed ON, it sends 12 Volts to the Starter Solenoid.

One Wire goes to the other circuit on the START Switch, and when the START Switch is pressed on, it sends 12 Volts to the "+" Terminal of the Ignition Coil.

Because of the "+" Terminal of the Ignition Coil getting 12 Volts from the START Switch while cranking, it's like bypassing the RUN Switch and supplying the Ignition Coil with 12 Volts.

The Engine SHOULD try to start with just the START Switch activated.

As we know, the Engine doesn't even TRY to start.
It is already being bypassed by the START Switch!
SWAG"?

Just on general principles, am going to pull the Dash Panel and check the START and RUN Switches.

Have been somewhat agitated today by this situation, and to do something with THAT energy, have been doing all kinds of odds and ends tasks around here today. Just to let you know that I'm not just loafing.

Anyway, thanks for the suggestion. Will let you 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

Hey Mr. RC,
But then we'd NEVER know what was wrong!
Instead of doing that, let's check the existing Wiring for Voltage. Am going to go Step-By-Step.
If the START Switch is working, and it seems to be working because when it is Pressed ON, the Starter cranks the Engine, there is already 12 Volts going to the "+" Terminal of the Ignition Coil.

RC, this is all VERY strange, isn't it? There is something terribly wrong somewhere, and we just haven't found out what it is yet.

Have been considering Timing Chain, Cam Shaft, Distributor, and... But NONE of THAT makes any sense to me.

Lorrie's Engine was running just GREAT and then all of a sudden it just went to sh!t. There's no rhyme or reason to it. I am bewildered.

Am going to be going out at sunset/dusk this evening and checking the Ignition Coil to Distributor Wire for spark.

Anyway, thanks for the suggestions. Will let you 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

Well, you know... wires are funny things... a bad wire might send the right amount of voltage thru, but might not allow many amps to pass.

I have had some problems with that, when using a voltmeter, or ohm-meter to find out why stuff don't work.
Grandpa got out his test light, and had it fixed in a few minutes, as that put a little more load on the wire, than the tiny current the meter use to measure...

Sadly, I have repeated that several times later but then remember the old guy.
Yes, that is kinda what I am suggesting, just that I would do it "backwards"

_________________
I have no idea what I am talking about.

Ummm figured you would know what SWAG was....

S.cientific W.ild A.$$ G.uess

_________________
MRO....

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

Hey Mr. RC,
GOOD POINT! You might be on to something here. But something that bothers me is that Lorrie was running superbly, and then just all of a sudden she wasn't any more.
That's what is being used on Lorrie.
Have a Test Light here. Will dig it out and see what IT does.
Never underestimate the wisdom of years.
Alright.

Will let you know what is found.

Thanks for the reminder.

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,
Cute!

It doesn't get dark here till around 7:30 p.m.

Don't generally go out in the evening because of the mosquitoes. But will spray on some "OFF" and head out. Was going to shower before going to bed anyway.

Will let you 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

Hey All,
Friday Morning Update:

Couldn't make it out last night to check the Ignition Coil to Distributor Wire for spark. It would have been WAY past bedtime for it to be dark enough. But not to worry. Was up early this morning, and got all the chores done so that at 5:30 a.m. could go out and do the deed.

Hooked up the Ground Cable to the Battery, pulled the Ignition Coil Wire out of the Distributor, held it near a Bolt threaded into the Engine, turned on the Run Switch, and activated the Start Switch, and got a consistent, fat Spark.

So the Ignition System is working.

Where to go from here?

Am going to turn the Engine by hand till Piston Number One is at Top Dead Center and check the Distributor to see if the Rotor is pointing at Number One Spark Plug Terminal in the Distributor Cap.

Am going to pull the Spark Plugs and check them for condition and Gap.

Am going to use a Test Light to see if all the Wires are passing enough voltage and amperage to light the Test Light.

Am going to pull the Valve Cover and bump-turn the Engine to see if all the Valves are opening properly and sufficiently.

What else should be checked?

Any and all suggestions are solicited.

Thanks in advance for any responses.

Hope you all have a GREAT 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,
Friday Mid-Morning Update:

Pulled ALL the NGK ZFR5N Spark Plugs. They are ALL heavily coated with soot, and smell of Gasoline.

The last time the Spark Plugs were out, which was just before Lorrie's mighty 225 Slant Six died, they were dry and golden brown.

No changes were made to the Bendix Stromberg Carburetor between the last time the Spark Plugs were pulled, and the time the Engine died nearly two weeks ago. Lorrie had apparently been running terribly rich, or the Spark Plugs have gotten covered in soot since her Engine died and during all that has been done with her.

Then the Engine was turned manually to where the Timing Mark is at TDC.

Pulled the Spark Plug Wires off of and removed the Distributor Cap.

The Rotor is pointing roughly at Spark Plug Wire Contact Number One, but it's hard to tell exactly because one cannot see where the Rotor is pointing as the Distributor Cap is not on the Distributor Body, and even if it was, then one could not see the Rotor.

But the position of the Rotor seems to me be a bit retarded. That is: it is PAST the Spark Plug Wire Contact Number One.

Am thinking of cutting the top out of the OLD Distributor Cap so that the position of the Rotor can be seen precisely.

While the Distributor Cap Was off, the Rotor was moved back and forth. The Rotor will move back and forth about 1/8". There is THAT amount of "play" or "lash" in the Distributor's Gear to Cam Shaft's Gear.

Is 1/8" excessive?

This distributor was bought in about 1978 so it is thirty-four years old and MAY be worn out and needs to be replaced.

Remember though, that Lorrie's Engine did not run for sixteen years (from 1996 to 2012) so the Distributor has only eighteen years of operation on it.

If indeed It may be time to replace the Distributor, it would just make sense to go to an HEI System.

Anyway, THAT is where the Lorrie Van Haul Renovation Project stands at the present.

Comments and responses welcome.

Thanks in advance for any opinions.

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 JC,

I would

• #1 Clean the plugs.
  #2 Try and start again.
  #3 If started AND running would Chek timing just for sheits n giggles, Adjust if necessary
  #4 Adjust the carb. (lean it out) Easier to do and more precise IF you have a vacuum gauge

I am sure now we/you know that for sure LVH's carb is running somewhat rich. Maybe she isnt that big of a drinker after all


Oh and 1/8" is not excessive for the movement you have in the dist. thats the amount of movement allowed for the advance....

_________________
MRO....

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

Hey Dusty.
Alright.
Alright.
Alright.
Alright.
Don't have a Vacuum Gauge, but can lean turn the Needle Valve in a bit.
But it WASN'T before two weeks ago this coming Tuesday. It was doing just GREAT. Would start with just a touch of the Start Switch. Would go to a very nice idle IMMEDIATELY. Was running superbly just an hour before it died while backing out of the driveway to go to the Inspection Station. And it hasn't been right since.
You never know about these former postal workers!
Went out and checked on this. It's TRUE. The Rotor doesn't move backward AT ALL. It can be rotated clockwise, and one can see the Centrifugal Advance Mechanism move. When the Rotor is released, it returns to its ORIGINAL position as does the Centrifugal Advance Mechanism. And the Rotor will NOT move counter-clockwise from its rest position.

Anyway Dusty, the Rotor looks like it is past where the Number One Spark Plug Terminal would be. And when it is turned clockwise the 1/8" that the Centrifugal Advance Mechanism allow, THEN the points come open. Am almost CERTAIN that the timing is HORRIBLY retarded.

What do you think about the idea of cutting the OLD Distributor Cap so that the position of the Rotor can be ascertained with a GREAT degree of accuracy?

Anyway, am feeling better about this. Am thinking that we are getting closer to having Lorrie running again.

Thanks for the response. It is much appreciated.

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

Yes I realize that she seemed happy but, thats the reason for timing checks and a tad of a carb touch up, Something happened/changed that she didnt like, whether it was the stuff that was left behind in carb, or a hick-up in the ignition...

LMAO That is true... It may not be as bad as it looks... Is nothing wrong with the idea, but I feel unnecessary, but for ease of mind feel free to do so, as its not difficult or too time consuming. Yeah we will wrestle (or Rassle if yer frum around these here parts ) her into submission eventually... Hang in there, we are having fun.... I think

_________________
MRO....

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

Hey All,
Friday Afternoon Update:

Here are JPGs of the Cut-Away Distributor Cap. This permits one to see where the Rotor is pointing.





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

Dusty,
There has been something bothering me about Lorrie since 1989, and what is happening with Lorrie MIGHT be a result of what is bothering me.

Permit this digression:

In 1989, after having had a catastrophic murdercycle accident, in 1987, the insurance company for a large Chevrolet dealership in Houston, whose secretary in a Baretta pulled out in front of me causing a broken left hip and a crushed right foot, paid off in the sum of multiple hundreds of thousands of dollars.

The MDeities took 1/3rd, the Attorneys took 1/3rd and I got 1/3rd, which was STILL in the sum of multiple hundreds of thousands of dollars.

One of the things that was done with some of the money was to rebuild Ms. American's 390 CID P-Code FE Engine.

Mentoring me during the rebuild was a fellow named Howard Williams who was a former Holman & Moody NASCAR Pit Crew Line Chief.

When it came time to install Ms. American's Crankshaft, I tightened the Bolts to the specified torque rating.

Howard then told me to continue tightening them!

Tightened them way PAST the specified torque ratings.

Thought this was a little strange, but had complete confidence in Howard, and so continued to do what he was telling me to do.

All of a sudden, the Torque Wrench became easy to turn, almost as if the Bolt had stripped! But Howard bid continue tightening till we reached the specified torque value.

After doing this, Howard explained that this was called "Bearing Crush".

Am telling you this because Ms. American's 390 FE Engine was the second Engine I had built, the first being Lorrie's mighty 225 Slant Six.

When Lorrie's Engine was built, nothing was known about "Bearing Crush", and Lorrie's Crankshaft Bearings were NOT "Bearing Crushed".

Am concerned that maybe the Crankshaft was not properly installed, and might have caused something to go amiss with the Timing Chain to cause the glitch in the Distributor.

Have never told anyone about this before now. Is this as big a problem as it appears that it COULD be?
Haven't yet taken the See-Through, Cut-Away, Distributor Cap out to see. But will be doing that either later this evening (depending on the heat), or tomorrow morning.
It took about an hour to cut away the Distributor Cap. Did it with a Craftsman RotoTool. Think it came out pretty nicely. See the JPGs in the post preceding this one.


Seem to be making progress, though again, it's like chewing on a piece of mule meat.

Uh, Dusty... would you please pass the A1!

Will keep you updated.

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

Have never heard of this, but that is nothing new either, there are alot of things that I haven't heard/seen/experienced... I doubt this would be a cause of concern, but maybe someone else knows better or more of the "scoop" on 'bearing crush' Doubt it as previously stated..


Understandable.
Very nice work JC to bad there is no way to rehook the coil wire to it and REALLY see whats going on inside of the dist. (I remember WWAAAAYYY back in the day that clear caps WERE avail., but i dont think they worked as well as a 'normal' cap. Maybe due to materials having to be used to get the see-thru effect.


Think It may take 2...

_________________
MRO....

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

Hey Dusty,
Have to say that being mentored by a fellow such as Howard Williams was not only a joy, but one of the most educational experiences ever. We built Ms. American's Engine as if it were a NASCAR racing mill. Being quite flush with funds at the time, we used only the finest materials and parts, had all the stuff like balancing the Pistons and Rods done, didn't skimp on ANYTHING, and since doing that, Ms. American's Engine has been just GREAT!
Maybe.
Am going to have to be going to the Post Office, Conoco Fuel Station, and Grocery Store this morning first thing. Will get back before it gets too hot and we'll then see how the Cut-Away/See Through Distributor Cap works.
It DID come out pretty nicely, didn't it? There is some touch-up and refining that could be done, but it will serve the purpose as it is for now.
A while back I had the idea that a CLEAR Plastic Distributor Cap would be a NEAT thing. Alas, the strange shape of a Distributor Cap would give all kinds of distorted images due to the "optic" nature of all the curves, varying thicknesses, and etc.
Oh thanks. I needed that!

The question arose last night during the contemplation of this present situation: If indeed the timing has changed, WHAT would cause it to do so?

The relation of the Gear on the Cam Shaft to the Gear on the Distributor seems to be tight and firm.

Don't know about the relation of the Crank Shaft Sprocket/Timing Chain/Cam Shaft Sprocket.

Is any of THAT assembly Nylon that might have degraded over the years?

Have just looked in the Dodge Van Manual that is here, and it doesn't appear that there is any degradable materials used in the this assembly. And the procedure to check the Timing Chain for slack doesn't seem to be all that difficult.

After looking at the Manual, it doesn't seem to me that the Timing Chain could have jumped a cog, but then again, what do I know?

Fortunately, have just recently simplified the Grille and Radiator removal procedure to make access to the front of the Engine possible without having to remove the Front Bumper.

Dusty, am finding that I'm vacillating between an attitude of "this can be done" bravado, and "am in way over my head" dread. When awakening, the first thought of Lorrie brings this sinking feeling, but a cup of coffee brings back the determination necessary to face whatever needs to be done that day. Am seemingly "locked" into this situation, and have no choice but to see it through. At some point Lorrie is either going to take off and be dependable and reliable, OR is going to have to be relegated to the scrap heap of failed projects. But taking everything "one-step-at-a-time" keeps the project moving along in a manner that SEEMS like we're making progress.

Have done so much to Lorrie in the past two and a half years that the thought of giving up on her as a "bad job" is not only extremely painful, but at this point unthinkable.

Anyway, enough of this drudging. Am going to just suck it up, and do whatever needs doing. What more can be done? What else can be done?

Sometimes forget that this is all just fun and games. It takes a step back out, and a look in to remind me that this messing with Lorrie started out as a labor of love, a keeping of a promise, and is like icing on a cake, and NOT something that HAS to be done to keep everything from turning to sh!t.

None-the-less, it would be nice for Lorrie to straighten up and fly right.

It's time for me to do the morning routine of feeding the cats, doing my morning exercises and meditations, taking care of the plants, go do the errands, and then turn my attention back to Lorrie and find out what has happened to her timing.

Will let you know what happens.

Thank YOU for your patient journeying along.

Hope you having a GREAT weekend.

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