I didn't mention the ignition thing in an effort to less-confuse things.
Call it bad timing or call it co-incidence. I changed my breaker-point ignition just before I started the pond project. It ran and started well before the change-over to Pertonix. After it still started and ran fine for a few days - and then started getting worse and worse. I had assumed the problem had something to do with the ignition work. That's when I posted my low 8 volt reading for cranking-voltage. It still cranks at 8 volts and I'm sure the starter is drawing excessive current. But it is NOT a problem with the ignition. Pertronix claims their breakerless module runs with 8 to 16 volts. I tested mine down to 6 volts and it still worked fine.
Seems as I ran this crawler hard, all day, almost every day for a few weeks the valves got deeper and deeper. Probably didn't matter much until it got to zero clearance.
When I put the engine together 10 years ago, the exhaust valves were set at .018". So now if less then 0 clearance - I assume I've got at least .020" wear. But it IS possible that two gaskets settling a bit caused some of the problem. Keep in mind that unlike other engines - the 1010 has two gaskets under the head - not just one. A deck gasket and a head gasket. If, in 10 years with bolts torqued 150 lbs. - those gaskets even got .005" thinner from compression - that would take .005" away from the valve clearance (assume a 1 to 1 rocker-arm ratio. I don't know what the ratio actually is.
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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