MTFCA Forum

A Texas T Distributor with a modified VW Distributor has modern spark plug wires of the fiberglass thread/graphite impregnated type.

The distributor has good bushings, new correct genuine Bosch Points, Capacitor, Rotor, and Distributor Cap, but no sparks reach the spark plugs.

Removing the coil wire from the distributor center and holding it near the engine produces a good spark.

Yet, no sparks get to the spark plugs.

This suggests there is a reason those spark plug wires are never used on a Model T and I have never seen them used.

Would anyone know the reason and likely problem with them?

Try to see if you get a spark from the coil wire to the distributor head. If not you need to a ground wire to the head.

Or the points need to be cleaned. If the wires work in a "more" modern car, they should work fine for your setup. I have used them in battery point/coil setups before and don't recall them not working.

If the spark is jumping thru the coil wire it should also jump thru the plug wires. Check that the center contact carbon brush did not fall out of the cap

assuming the rotor is inplace , i would check to see if there is a carbon track burned thru the rotor and shorting to the distributor shaft ...Gene French

The orange distributor cap did have the small round brush jammed back into the cap, but it did not help to work it out.

That one did look like new but was not made by Bosch.

The one that replaced that one did have the Bosch name on it and part number on it has a spring-loaded center brush that hangs down almost half an inch.

J1MGOLDEN wrote: ↑

Mon Mar 11, 2024 6:23 pm

The orange distributor cap did have the small round brush jammed back into the cap, but it did not help to work it out.

That one did look like new but was not made by Bosch.

The one that replaced that one did have the Bosch name on it and part number on it has a spring-loaded center brush that hangs down almost half an inch.

Think we need to regroup to understand what your working with. You description "A Texas T Distributor with a modified VW Distributor ....
The distributor has good bushings, new correct genuine Bosch Points, Capacitor, Rotor, and Distributor Cap,..."

Is this a clip on or front plate Texas T body to which someone has replaced their distributor with an original VW one. Trying to understand what was "modified". If it is an original VW what is the model number (should be stamped on the head)
Pictures always help

The apparent four VW 009 Series distributors were modified by removing the mechanical advance hidden under the plate that holds the points, and eliminates that function by changing the plate to let the rotor turn counter-clockwise, looking down from the top. A small arrow on the outside case suggests the rotor turns clockwise and it did.

Evidently, some of the changes may have been done for the VW vehicles, but I have no direct information.

Snyders has the points for sale and they are listed as an early set or a late set.

The early points are for the rotor that turns clockwise and the late points are for the rotor that turns counter-clockwise, as seen looking down from the top.

Most if not all of the early Bosch conversions used a "bell crank" unit w/double spark arms - I understand the TTP conversion utilized a reverse cut gear to change the rotor direction thus eliminating the 2 spark control arms.

Rotate the distributor until the points just crack open and make sure the rotor is pointing to one of the cap terminals. If someone reversed the rotation of the original dist, the rotor may be pointing in no mans land.

Dan McEachern wrote: ↑

Mon Mar 11, 2024 11:01 pm

Rotate the distributor until the points just crack open and make sure the rotor is pointing to one of the cap terminals. If someone reversed the rotation of the original dist, the rotor may be pointing in no mans land.

The VW distributor is made to turn clockwise, the Texas T drive turn it counter clockwise so the points open while the rotor is between cap contact posts.
There have been many repros of the 009 distributor with variances, the one TTP uses has 3 mounting holes in the points plate that allow right or left hand points to be used depending on direction of rotation. If your distributor has 3 holes just put in the points that point the other direction, if not you would have to make new holes so the points mount 45 degrees from were they currently are so the points open when the rotor is aligned with one on the cap contact posts.

Hi James,
Staring from scratch, Has this unit worked in this application before? The issue that I find most often with your description is bad rotor. Bosch
VW rotors have a resistor for radio noise suppression this can fail and you will have spark from the coil & not to the plugs. This is a real pain
to diagnose because it may show good when testing & fail when running or starting. There is a Porsche rotor that does not have a resistor in it
but hard to find. I have found the resistor bad in new rotors so if you find this to be the issue buy & test a spare & keep it in the tool box.
If you have a spare you will most likely never need it but some one you know or meet on the road will love you for having one.
Craig.

With any transplant, the patient is usually treated with immuno-supressants to avoid rejection issues. I have no idea what you use in this situation.

Allan from down under.

Kevin, Gene and Dan are in the right direction. If it’s sparking then the points and coil are working. If it goes into the distributor it’s gotta come out. I have seen really poor cap alignment on aftermarket distributors.

Andy

Allan wrote: ↑

Tue Mar 12, 2024 6:10 am

With any transplant, the patient is usually treated with immuno-supressants to avoid rejection issues. I have no idea what you use in this situation.

Allan from down under.

An I-Timer and coils

Final Report!

A new set of proper yellow spark plug wires were installed today and now the engine starts right up and runs great!

TTP dist's are not 009 VW. I took a long hard look at one recently. Looks to me like they were made to order by the chinese. There is no advance in them, and they spin the wrong way.

Take a look: https://youtu.be/efjcjzGZjvs

I have one here for sale if anyone needs it. It's the exact one from the videos. Email me (card below) if you are interested.

Hi James,
I know several people running resistor plug wires. ( if you run a Pertronix electronic unit they say do not run solid wires they will destroy the
pick up) That a side did this ever run with the resistor wires??? Keeping in mind there is a resistor in the rotor & you had resistor wires ( double
the resistance value ) what are the chances that all four wires failed at the same time?? There is a chance that the rotor is starting to fail &
replacing the wires is just a Band-Aid on the issue. I'm thinking to be on the safe side have a extra rotor. You May want to also consider that the
coil is starting to fail and can not produce enough voltage to overcome the resistance of the rotor & wires.
Tim,
I think you will find that there are so many Chinese MFG's of these distributers that Bosch no longer see's a profit in making them for cars that
have been out of production for over 30 years.
Craig.

Tim is correct about the Chinese VW distributor and that is what I was working on.

The pink plastic distributor cap is a give-away now.

The Texas T distributor on my 1926 Roadster has been on there for over 30 years and is a modified VW distributor like I mentioned.

There are four or more original VW distributors with several four letter groups that all end in 009 that are the ones used for all the early Texas T distributors.

The give-away for one of those is a small arrow on the case that points in a clock wise direction.

T

The VW Distributor arrow on the early original Distributor kits was correct to identify the Clockwise Rotation, if the advance rod had a toggle in the middle to reverse the direction of advancement.

Later distributors turned in the other or counter-clockwise direction to eliminate the toggle and a few small parts.

The distributor problem was a total lack of sparks all along.

Normally, a new set of points would fix the problem, that was wrong this time.

Today, the points were checked again and not hardly opening.

The max measured today was .004 and they are normally set to open at .018 which would be OK on a modified VW distributor.

This distributor was Made in China

.
, either with the proper lobes never there or almost totally worn off, which is not likely!

The bottom bushing was worn excessively, but the top bushing was hardly worn.

That shaft is not likely a sold separate repair item!

The 009 distributors are getting difficult to find and my last one is on that engine now!

Today, I installed my last spare, sometimes loaner Texas T VW Distributor and the T is running like new again!