FIX for ELECTRONIC IGNITION KIT that FITS MOST BUT NOT ALL DUCELLIER DISTRIBUTORS:
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Thread: FIX for ELECTRONIC IGNITION KIT that FITS MOST BUT NOT ALL DUCELLIER DISTRIBUTORS:

  1. #1
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    Default FIX for ELECTRONIC IGNITION KIT that FITS MOST BUT NOT ALL DUCELLIER DISTRIBUTORS:

    FIX for ELECTRONIC IGNITION KIT that FITS MOST BUT NOT ALL DUCELLIER DISTRIBUTORS:
    The model distributors these readily available inexpensive $50-70 kits fit are listed but I'm sure many of the distributors will need some modification.

    For vacuum-advance Ducellier 4-cylinder distributors with 2-piece, right-pivoting points only….Distributor inside diameter must be 59mm (2.32 inches)

    Citroën
    1965-66 4-cyl ID19 80cv 4944, 4175 Ducellier - 3DUC4U1
    1965-67 4-cyl DS19 90cv 4169, 4177A Ducellier - 3DUC4U1
    1966-70 4-cyl ID16 90cv 41401, 4188 Ducellier - 3DUC4U1
    1965-72 4-cyl DS21 109cv 4155 Ducellier - 3DUC4U1
    1965-72 4-cyl Pallas 105cv 4176 Ducellier - 3DUC4U1
    1933-57 4-cyl Traction Avant 11 Ducellier - 3DUC4U1

    DAF
    1977-78 4-cyl 1300 Marathon with Ducellier vacuum-advance distributor - 3DUC4U1

    Peugeot
    1975-79 4-cyl 504 with Ducellier distributor DU-525101A - 3DUC4U1
    1957-78 4-cyl All Models Ducellier - 3DUC4U1
    1969-1974 Peugeot 504 series with 4-cyl Ducellier 161, 292, 300 distributor - 3DUC4U1

    Renault
    1957-77 4-cyl all models with Ducellier distributor - 3DUC4U1

    Simca
    1955-71 4-cyl All models Ducellier - 3DUC4U1

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    Ducellier 4-cylinder Distributors:
    A96
    B6B
    C33
    R238D59
    R238-D59
    R244D61
    R244-D61
    R251C34
    R251-C34
    R256C34
    R256-C34
    R275E3A
    R275-E3A
    R280C34
    R280-C34
    R280C52
    R280-C52
    R296C52
    R296-C52
    DU-525101A
    R250D59 (4267)
    R250-D59 (4267)
    155
    155D
    161
    169
    175
    176
    177A
    188
    292
    300
    944
    1401
    4155
    4155D
    4169
    4175
    4176
    4177A
    4188
    4291B (DY-010A)
    4944
    6605A
    41401
    525101A
    525187B (R244D61)
    525294A

    I am no expert on Ducellier distributors except they don't have a split breaker plate like many other distributors so the points are moved relative to the cam, but hey someone who knows more might help further, if needed.
    Seems most French vehicles had ignition points that were adjusted internally with some that adjusted dwell/point gap externally.

    These kits do not fit the externally adjusted type without modification & frankly I don't see how they fit the internal type without a minor modification. viz...advance cam




    Picture 1 shows all the potential problems
    Picture 2 & 3 shows the different types of distributor.

    The major difference in both these distributors is the breaker plate BUT both types of breaker plate are interchangeable. That is with a little work.


    First find a Ducellier distributor without the external adjustment & remove the breaker plate




    Remove the point adjuster & breaker plate from the distributor one wants to fit the EI to.
    Replace this breaker plate with the one from the donor distributor. Fit the EI components.





    This new the replacement breaker plate with EI parts will fit easily but one of the distributor cap clamps breaker plate holes won’t line up.
    Carefully drill & elongate the distributor housing hole meant for this purpose. Use a clamp & screw from the donor distributor in the last breaker plate hole. purpose Make a small cover plate & with a gasket or silicone & fit to keep out dust





    The only other thing I did was was remove a part of the vacuum advance adjusting cam as it interfered with the black reluctor. Most cams seem to be set on about the 4th tooth so removing the upper end teeth should not affect anything.
    Added edit: It may be possible to reverse the cam & avoid removing teeth....I'm not sure?
    I decided against this route as most elec shops don't have sun testers anymore & I decided to keep the same cam setting & spring tension on the vacuum diaphragm on the 4th tooth, as this distributor had originally.








    Re-establish correct timing. I use a vacuum gauge. Block off the vacuum advance & plug gauge into any port under the carburettor into full manifold vacuum.
    @ idle, advance the distributor to get the best highest reading. Turn back [retard timing] maintaining that highest reading. Now turn back a little more until the reading is 1” of mercury less. e.g. In this case the engine was top @ 19” of mercury & set on 18” & clamped down.
    Readings expected & good are in the 17-21” range depending on altitude & engine condition.
    Timing should be spot on BUT take on road test & check for pinging [over advanced ignition timing]. Retard until not apparent.
    Too far advanced sounds like shaking marbles in a can.

    Hope this helps others & feel free to criticize [with appropriate reasoning] if I've missed anything, add to or comment.
    COL, vivid, jaahn and 1 others like this.

  2. #2
    Moderator vivid's Avatar
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    Think this may need to be a sticky!

    Maybe it belongs in here?
    http://www.aussiefrogs.com/forum/technical-performance/

    Thanks for the post.
    JohnW likes this.
    Powered by high grade French plutonium.

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