No idea maybe post in the tech section. Good question . Pretty sure the middle one goes on QV Sent from my iPhone using Tapatalk
+1 (but that's the only one that a person should buy for a V8 F with dual distributors that uses this style -- there's only upside to the extra width tip) I'll go with: Top one (medium width tip) = 95300289 used on the later carbed 308 with dual distributors Middle one (large width tip) = 124288 used 308QV Bottom one (narrow width tip) = matches drawings in 308GT4 WSM so believe it was used on early 308 with dual distributors (rotor to points relationship has to be set perfect; otherwise, rotor to cap can get out-of-bounds). Are they all quasi-identical on the mounting end?
Mt 77 GTB came with the bottom narrow tip and I believe the wider tip was for the late QV and the middle was for the 2V I cars. I've got 4 of the early car rotors . Brand new aftermarket I found in the garage.
Could be -- in my notes I have "late '85 QV" for 124288, but can't really recall why . I do have a recollection that they had a problem with arcing from the metal piece (thru the plastic) to the top of the dist shaft so there was a "fix" implemented (and that may be when they added the extra width too). Yes, I believe that's true, and may a historical thing. On the single V12 dist caps, the contacts are so close together that the rotor end width needs to be kept sort of narrow to prevent cross-firing -- so that's where they started (even though they later realized that it wasn't a concern on the caps with only 4 wires). Just speculating. No, the 2Vi models use a totally different beast that wasn't "better" -- they fixed that misstep on the QV, and went back to the prior style. RA has pictures on their website of the 2Vi type.
Steve, what would happen if you don't have the correct rotors for your car, would the ignition timing be off or what?
No, no functional effect on the timing (unless things are way bad, and it starts missing or cross-firing because the rotor-to-cap relationship goes out-of-bounds). The narrower the rotor width, the more important it is to get the rotor-to-points (or Pertronix) and rotor-to-cap relationships set correctly on the carbed models. Same thing on the QV, but that only has rotor-to-cap relationship to set (But on a QV, the arcing problem mentioned before might be an issue -- i.e., on a QV, I'd only use 124288; on a carbed 308, any is probably OK if set up correctly, but 124288 is the best choice IMO.)
Steve, I found this info in the service bulletin catalog. What are they trying tell us here? Image Unavailable, Please Login
That the original 2Vi rotor 115520 had problems so: 1. they did a band-aid fix with a new design 119396 for already-made cars that use that Fig 2 mounting style, but 2. they went further, and redesigned the intake camshaft end to go back to a 308 carb style rotor mounting shown in Fig 1 (118030 in the SB that eventually became 124288). Based on the date of the SB, there can't be many 2Vi using the Fig 1 style rotor, but it shows that there must be a few out there.
Judging by the date and chassis numbers I think the bulletin refers to QV's. Years ago,I needed to replace one of the rotors on my 2Vi and got the newer type from Mike Elliot when he still owned Superformance, turned out it could not fit on my distributor if I recall correctly and I had to spend $$$ through the agents for the original F. one!
The 2vi uses the green plastic and large hammer head style. As I recall the OEM price for the cap was around $650 and the rotor was around $550, and there are two sets. Any replacement solution would be cost effective.
