Another Jensen Interceptor

Basil McKinley · Post by **Basil McKinley** » Fri Aug 13, 2010 12:26 pm

1970 MkII with stock E-Series Chrysler 383 10:1 compression.

Initial results look promising. Yet to do:
- more tuning
- implement latest version 3 upgrades
- convert RVI tacho to read MJLJ tacho output

Suspect that additional engine cooling will be required in order to be able to optimize spark advance and AFR. Cold air inlet is not easy to implement on these cars.

Basil McKinley · Post by **Basil McKinley** » Fri Aug 13, 2010 12:27 pm

Here's a picture of the car.

britlude · Post by **britlude** » Mon Aug 16, 2010 4:38 pm

let me know how you get on with the tacho, as on ours the tacho is the coil/distributer supply, no other wires going to the dizzy!

bobclevenger · Post by **bobclevenger** » Mon Mar 28, 2011 10:17 am

Yeah, the Smith's tach is a current-driven type, not a voltage-driven one as is more common here in the USA. I believe MSD makes a tach-driver which should solve the problem. Or you can do what I did and replace the tach.

BTW, I have a 1972 Jensen SP (LHD) and am considering converting to a crank-triggered ignition system. I see that most have mounted the trigger wheel under the crank pulley. Does this cause belt alignment problems?

Electronically, this looks pretty straightforward. Are there any special tips for adding this to a MoPar 'B' engine?

Basil McKinley · Post by **Basil McKinley** » Thu Mar 31, 2011 7:01 am

Hi Bob,
I got the tach working with the MJLJ output using Theo Smits conversion board. The movement in the Jensen tach has a lower resistance than the one in the Sunbeam Tigers that his design was based on so he did a modified board for me which worked well.

I didn't have any belt alignment problems because the position of the crank pully was not altered. I simply bored the Ford trigger wheel for a shrink fit on the 'body' of the pressed metal pulley. I put the pulley in the lathe to true it up but it was exceedingly true for a pressed metal item and only needed the merest skim to clean it up. I heated the trigger wheel up with the oxy and dropped it onto the pulley and ended up with a really good strong shrink fit.

There is nothing really tricky about fitting Megajolt to a Mopar big block, although space is of course limited in the Interceptor engine bay. PM me if you want more specific details,

Regards,
Basil

bobclevenger · Post by **bobclevenger** » Tue Apr 12, 2011 9:37 am

Well, I have all the needed parts and am in the beginning stages of getting another Jensen converted. I have designed a pretty neat VR sensor bracket for these Big Block MoPar engines and I am having the vibration damper toothed to serve as a reluctor wheel. I'll fit it on a spare engine that's on a stand and will be able to take some decent photos of the installation. I'll scan the drawing of the bracket and post that as well, but not until I check it out.

The location of the coils remains to be determined as there is no coil bracket mounting position on the Six-Pack intake manifold. I think I will make a bracket that bolts to the front rail of the valley cover.