Thanks Bob, good to know. By the looks of the modern alternator on it, i dare say it has been converted to 12v, although I haven't had enough time to go through and check things yet. Will keep you posted. Cheers
A very important check is to verify the condition of the timing chain and associated Sprockets.
I shall post pictures later.
Here is my procedure to check the above.
At the end of a 12 inch ratchet,I noticed the ratchet would move 2" between Clockwise and counterclockwise before the rotor would move. The ROTOR DRIVE on my TEA 20 S#182991 was sloppy and the rotor was starting to contact the CONTACT points inside the Distributor CAP. I replaced the BALL Bearing assembly (inside the distributor assembly) and the amount of side movement / slop of the rotor drive is now nothing.
On my second TEA 20 S#251562 the drive TANG on the end of the DISTRIBUTOR shaft was so badly worn it would misfire. I have a TEA-20 FERGUSON made in England with a POSITIVE GROUND /6 Volts. The COIL has three connections, CENTER HIGH VOLTAGE LEAD to DIST., "SW" and "CB". SW.. Connected to 6 VOLTS supplied FROM IGNITION SWITCH and CB connected to CONTACT BREAKER in Distributor. INFO found in an original HARRY FERGUSON SERVICE MANUAL. With engine running/ operating there is 4 volts from "CB" available to contact Breaker in Distributor.
Please note. The DRIVE TANG on the end of the DISTRIBUTOR on all three of my TEA -20's is OFF CENTER. The drive key way on the GEAR DRIVE matting with the CAMSHAFT is also off center.
When my TEA 20 acted up I placed a socket on the head of the "CAP SCREW" that holds the pulley to the CRANKSHAFT . I then turned the crankshaft Clockwise until the rotor (remove distributor cap and view rotor)started to move. I then turned the crankshaft counter clockwise until the rotor started to move and found that the TIMING chain, and both the CAM sprocket and Crank sprocket had to be replaced. Once I opened up the front cover the GOVERNOR assembly also had to be replaced.
I tap the seal lightly to get it started,(seal is approx.. 1/16" into bore) then placed a piece of 2" X 4" wood across the inboard side of the cover and a piece of 5/16" T X 1" wide metal strap across the seal. Inserted a section of 1/2" all thread through the 5/16"T X 1" wide metal strap and the 2" X 4" wood, with washer and nut on either side pulled the seal in.
A fine film of BLUE SILCONE sealer was applied to the BORE of the Timing cover. As you pull the seal in if the seal appears to be cocked you can lightly tap the seal peripheral and it shall align itself.
Info I compiled when REPLACING Crank sprocket ,Cam sprocket and Timing Chain.
(1) 85 MM Bore Engine:
(2) Front Lip Oil Seal "National /Federal Mogul Lip Seal" # 472164V A SMALL amount of BLUE Silicone was placed around the inside bore of the front timing chain cover before Lip seal was installed:
(3) I installed a repair SLEEVE on the front drive Pulley, make "DURA SLEEVE" # 99175. The sealing area were the LIP SEAL makes contact was slightly grooved. Dura Sleeve specs. 1.745">1.753" Diam. # 68 Rockwell Hardness:
(4) On installation the Governor plunger shall be reseeded tight against the Flyweights and no weights shall be loose or hanging down:
(5) A small amount (only enough to make the surface shiny) of engine oil was added to the shaft of the governor PLUNGER as well as the timing chain:
(6)There are NO timing MARKS on the NEW Sprockets. You may wish to line the timing marks up (facing each other) before you remove the sprockets:
(7)Place the old sprocket (CAM SPROCKET) on top of the new sprockets and accurately scribe the new sprockets as to the timing marks. There are FOUR holes in the hub of the CAM SPROCKET. Keep turning the old sprocket until the four holes and all teeth line up. These holes are slightly off set. I used several SHOULDERED cap screws to ensure I had the new and old sprockets properly aligned. You may have to flip the old sprocket over...see right up:
(8) It's good practice to measure the thickness of the hub of the old crankshaft sprocket and the new crankshaft sprocket as the teeth on the two sprockets should align for both proper operation and longevity.(there were shims between the old Crankshaft sprocket and the shoulder portion of the crankshaft):
Cheers
Bob...
Please consider typing "TEA20 Back to life" in archives of this forum under the FERGUSON section and read all comments from "Griz/Bob (Aust)John(UK) and Tucker101
These gentleman seem to have a great handle on the TEA-20's There are several gentleman from the UK,Ireland,Australia and the USA with more experience than I have...
