Aldon Automotive Performance Distributors - Triumph 1300 - 1500 106TY2 With Ignitor Electronic Ignition

Aldon Automotive Performance Distributors - Triumph 1300-1500: With Tuned Engines Require Advanced Ignition Curve

For car enthusiasts looking to upgrade their engines with different camshaft profiles and often twin side-draught carburettors, the standard distributor unit may no longer provide the necessary ignition curve for optimal performance and drivability. Aldon performance distributors are engineered to address this issue by offering bespoke ignition advance curves, designed specifically for various states of engine tune.

Based on new Lucas or Bosch units, these distributors have been dynamometer tested to ensure accurate ignition timing for increased power and improved driveability. Most versions offer the flexibility of having a mechanical advance option for engines using twin side-draught carburettors.

For enhanced reliability and consistent ignition triggering, Aldon distributors can also be fitted with Ignitor electronic ignition systems. This electronic solution, when installed within the distributor cap, provides an advanced and reliable alternative to traditional contact breakers (points). By eliminating the need for regular maintenance and replacement of points, Ignitor electronic ignition enhances both engine performance and drivability on classic vehicles.

Aldon Performance Distributors are suitable for a range of applications:

• BMC 'A' Series Engines:
• 100AY (non-vacuum) for engines using camshafts such as Piper 270/285, Kent 266/276 and 1300/1400
• 100AYV (vacuum) for engines with camshafts over 10:1 compression ratios, such as 286.1
• 100AYS (distributor cap with side H.T. leads) for Sprite/Midget applications
• 100AYSV (vacuum) for engines using twin side-draught carburettors and requiring a distributor cap with side H.T. leads
• 100AYP (later type drive dog) for 'A' plus blocks in the metro
• BMC 'A' Series Engines with Rally/Race Tune:
• 100AR (non-vacuum) for engines using camshafts such as 649, sprint or supersprint type
• 100ARS (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 100ARP (later type drive dog) for 'A' plus blocks in the metro
• BMC 'B' Series Engines:
• 101BY1 (vacuum advance) for engines using HS4 SU carburettors on standard MGBs and Marina TCs
• 101BY2 (vacuum advance) for engines using HIF4 SU carburettors on MGBs and Marina TCs
• 101BR1 (non-vacuum) for engines using camshafts such as 714, 715, Piper 270/285 with side draught carburettors
• 101BR1S (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 101BR2 (vacuum advance) for road-tuned engines using camshafts such as 714, 864 and Piper 270/285 with SU carburettors
• Ford X/Flow Engines:
• 103FX1 (non-vacuum) for engines retaining the standard 'GT' camshaft and fitted with side draught carburettors
• 103FX1S (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 103FXY (non-vacuum) for engines using camshafts such as A2, BCF1 and Piper 270/285 in conjunction with side draught carburettors
• 103FXYV (vacuum advance) for engines with twin choke down draught carburettors
• 103FXYS (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 103FXYSI (Ignitor electronic ignition system) for engines fitted with side draught carburettors and requiring improved reliability
• 103FXR (for race specification X/Flow engines - engine details required)
• 103FXRS (Ignitor electronic ignition system, distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• Ford 'B' Series Engines:
• 101BR1 (non-vacuum) for engines using camshafts such as 714, 715 and Piper 270/285 with side draught carburettors
• 101BR1S (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 101BR2 (vacuum advance) for road-tuned engines using camshafts such as 714, 864 and Piper 270/285 with SU carburettors
• Ford X/Flow Engines:
• 103FX1 (non-vacuum) for engines retaining the standard 'GT' camshaft and fitted with side draught carburettors
• 103FX1S (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 103FXY (non-vacuum) for engines using camshafts such as A2, BCF1 and Piper 270/285 in conjunction with side draught carburettors
• 103FXYV (vacuum advance) for engines with twin choke down draught carburettors
• 103FXYS (distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• 103FXYSI (Ignitor electronic ignition system) for engines fitted with side draught carburettors and requiring improved reliability
• 103FXR (for race specification X/Flow engines - engine details required)
• 103FXRS (Ignitor electronic ignition system, distributor cap with side H.T. leads) for applications where H.T. leads may interfere with the steering column
• Ford OHC (Pinto):
• 104FPY (non-vacuum) for engines fitted with side draught carburettors and retaining the standard camshaft
• 104FPR1 (non-vacuum) for engines fitted with modified camshafts such as Piper 270/285, Kent RL1/RL2 and Burton 32/33
• 104FPR2 (vacuum advance) for engines fitted with twin chokedown draught carburettors together with modified camshafts
• Ford V6 (Essex Type):
• 105FV1 (non-vacuum) for most tuned V6 engines using modified camshafts such as Piper 270/285 and Kent V62/244