Tag Archives: VIPER

Powerspark Electronic Distributor

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We previously used a Crane Fireball electronic ignition module in conjunction with the original Lucas 25D. We had the distributor rebuilt and recurved based on our engine modifications by Jeff Schlemmer at Advanced Distributor, However, after some research and discussion with A. C. Dodd, a U.K. “A series” engine tuner we decided to make a wholesale conversion to modern technology and purchased a Powerspark Lucas 45D Distributor. The Lucas 45D distributor replaced the 25D in 1975.

Powerspark manufactures the new distributor casting from an original Lucas model, so it visually appears like the original. The distributor is available in a number of variations. We selected a negative ground high energy model with Powerspark’s electronic ignition module with vacuum advance and top entry cap referred to as D5.

Powerspark 45D with Cap

The distributor is a variable dwell design and the electronic module is capable of three times the spark of their standard sport module. This unit uses a non-ballasted .8 ohms coil and is not suitable for use with copper leads so we have used Cobalt carbon leads sourced from Moss Motors.

This YouTube video by A.C. Dodd does a nice job of explaining the desirability of transitioning to a modern electronic ignition distributor:https://youtu.be/nHOQzi-Je1I?si=NehsJxJQ6vHdZg1Z

At the same time that A. C. Dodd was modifying our new HIF 44 carburetor, we had him recurve our Powerspark dizzy to suit the modifications made to our engine. The unit is now set to reach maximum advance at 3,800 rpm.

We also decided to go with the Viper dry resin high energy .8 ohm coil sold by Powerspark.

Viper Dry Resin High Energy .8 ohm Coil

Dyno Testing at VIPER lab, VIR

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VIPER Performance Lab

I read about the Virginia Institute for Performance Engineering and Research (VIPER) at Virginia International Raceway (VIR) in the January 2009 issue of Classic Motorsports. VIPER is a joint venture involving Virgina Tech, Old Dominion University, VIR and the Institute for Advanced Learning and Research. Being only about three hours away, I decided to visit VIPER and make some dyno runs to determine the performance statistics for “The Bloody Beast” and to try to improve the timing and carb tuning to enhance performance. Victor Seaber was the engineer with whom I worked. He was assisted by Corey.

Victor Securing the Beast

Victor Securing the Beast

Exhaust Gasses Sensor

Exhaust Gasses Sensor

Ready to Roll

Ready to Roll

“The Bloody Beast” isn’t a race car so peak power and maximum performance weren’t too important to me. I told Victor to only push it to 4,500 rpm. I was much more interested in having the car run efficiently at highway cruising speed, say 65-70 mph.

Victor at Work

Victor at Work

I had read about performance results for other Healeys and was prepared to discover that horsepower and torque ratings were optimistically stated in factory publications. My actual performance data confirmed what others had concluded.

Monitoring Screen

Monitoring Screen

Another Monitor

Another Monitor

Rear wheel HP was 113.2. I was taught to calculate flywheel output by dividing the rear wheel output, 113.2, by .85 (the 15% drivetrain loss on a solid axle car) giving 133.2 hp at the crank.

Rear wheel torque 146.8

Dyno Results

Dyno Results

Disappointment of the day – there was no instrumentation (digital or analog) that could measure the smile on my face from driving “The Bloody Beast” the three hours from my home to the lab!

Most satisfying experience of the day – We changed almost nothing about the setup of the car. We experimented with timing (but returned to original setting) and did enrich the mixture at high speed ever so slightly. So, I was happy to have my previous work validated rather than disappointed with how out of tune the car might have been.

 

 

 

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