 |
| |
Buy with confidence!
If for any reason
you're not
completely satisfied
with an item, simply
return it within 30
days and the
purchase price will
be refunded.
|
|
 |
|
|
We ship world wide.
All international
orders must be paid
online. Checks or
money orders
drawn on non-US
banks will not be
accepted.
|
|
|
|
|
Small Block Ignition System
|
|
|
Small-block Ford ignition systems are straightforward and easy to understand. The 221/260/289-2V
and 4V engines all used the same basic single-point distributor from 1962-67, differing only in
spark curve, which depended upon vehicle application. Significant changes came in 1968 with the
advent of dual-diaphragm distributors that both advanced and retarded the spark, depending upon
engine load and driving conditions.
The single diaphragm distributor is designed to advance the spark as intake manifold vacuum
increases (under a load with an open throttle). The dual diaphragm distributor works both ways—
advancing the spark during throttle-open conditions, and retarding the spark when the throttle is
closed during deceleration when emissions are normally higher. Retarding the spark reduces
emissions when the throttle is closed. In addition to the vacuum advance, single-point distributors
were equipped with a centrifugal advance designed to give the engine adequate spark advance at
cruise power.
The 289 High Performance dual-point distributor was not equipped with a vacuum advance unit of
any kind. Spark advance for the Hi-Po distributor comes from the centrifugal mechanical advance
inside. Because a 289 High Performance engine does its best work at high revs, the centrifugal
advance is designed to advance the spark at a rate corresponding to rpm range. Ideally, a Hi-Po
engine will experience a total of 36 degrees of advance at 5000-6000rpm, with 12 degrees at idle.
This is a target to aim for with any ignition system. Anytime you push total spark advance beyond
36 degrees, you risk engine damage.
|
|
|
A weak spot in Ford distributors is the shaft bushings. Bushing wear is immediate and swift because
lubrication and shaft support are poor. Nonetheless, rebuilding a vintage Ford distributor is easy
and requires very few replacement parts. Arm yourself with a set of bushings (B8HQ-12120-A, top,
and C5AZ-12132-A, bottom) and advance springs designed for your application. Apply liberal
doses of assembly lube on the bushings and shaft during reassembly. Replace the vacuum
advance only as necessary.
|
|
|
Ford Upgrades
If you’re a die-hard for genuine Ford parts, upgrading to a stock Dura-Spark ignition is likely the
answer for you. Older 221/260/289/302 engines live happily with the Dura-Spark upgrade because
it is exactly the same size as the original Autolite 12100 distributor fitted prior to 1975. Aside from
the proper positioning of the Dura-Spark ignition module, installation is easy.
Distributor Identification
To follow is complete information gleaned from the Ford Master Parts Catalog on Ford small-block
distributor identification. We have cleaned up this information for your convenience. There are
literally dozens of original applications that were rooted in emission and performance requirements
and vehicle type.
Truth is, all Autolite and Motorcraft distributors were identical in construction. Where they differed
was in the area of spark advance/retard. Each identification and part number was based on
distributor calibration only.
|
|
|
Calibration isn’t as complicated as it sounds. Calibration was based on rate of spark
advance/retard. You can take any Autolite or Motorcraft distributor and calibrate it to your
application, unless you’re looking for a specific identification number for a concours restoration.
You simply need to know which centrifugal advance springs and weights to use. Plus you must
understand how to adjust in rate of vacuum advance. This means getting the spark advance in
synch with engine rpm and throttle pressure/position.
Another point to remember is both Thermactor and IMCO emissions packages. Thermactor is the
smog pump system. IMCO (short for “Improved Combustion”) is a combination of spark control and
fuel mixture. Thermactor and IMCO are not the same thing.
One other item to keep in mind is the Motorcraft part number, which is shown in parenthesis where
applicable with each Ford part number in the chart.
|
|
|
 |
|
|
|
The humble Ford
single-point distributor
didn't change much
throughout its production
life. Aside from the use of a
dual-diaphragm vacuum
advance/retard beginning
in 1968 on most engines,
this single-point design
remained the same until
1975 when Dura-Spark
electronic ignition replaced
all point-triggered units.
|
|
|
|
|
|
 |
|
 |
|
|
|
The Autolite dual-point distributor
used only on the 289 High
Performance engine isn't much
different than the single-point unit,
except for the absence of a
vacuum advance.
|
|
Autolite distributors through 1964 had oil wicks like
this one. This is a 289 High Performance dual-point
unit.
|
|
|
|
|
|
 |
|
 |
|
|
|
This is a 1969-70 vintage Autolite dual-point distributor for the Boss 302 engine. Note the
dual-advance unit.
|
|
|
|
Previous | Next
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
This has been a sample page from
|
|
|
|
|
 |
|
High Performance Ford Engine
Parts Interchange
by George Reid
|
|
|
|
|
|
First-ever book about Ford parts interchange
Covers the entire range of Ford engines from
221-CID to 460-CID
|
|
|
|
|
|
This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the 352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
|
|
|
Click below to view sample
pages from each chapter
|
|
|
|
|
|
"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by." -- FORDMUSCLE
webmagazine, February, 2000
In Stock and Ready to Ship!
|
|
|
Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets
Chap. 20 - Engine Math
|
|
|
|
|
|
Softbound
8-3/8 X 10-7/8
160 Pages
417 Color Photos
Item # SA56
Price: $22.95
|
|
Click here to buy now!
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
This is a great book that any Ford engine enthusiast or
engine builder is sure to love!
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
 |
|
|
|
How to Rebuild the Small Block Ford
This 144 page book guides you step by step through
a
rebuild, including: planning, disassembly and
inspection,
choosing the right parts, machine work,
assembling your
engine, first firing and break-in. It also
gives you helpful hints
and tips on performance
upgrades, including cams, heads,
ignition, induction,
and more. It also points out problem areas
to watch for,
professional builder tips, jobs that need special
care or
special tools, and more. Includes 495 color photos
and
covers the Ford 289, 302, 351W, 351C, 351M and 400.
|
|
|
|
|
|
|
|
|
Price:
$
22.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
The Step by Step Guide to Engine Blueprinting
Practical methods for racing and rebuilding, selecting and
preparing parts, and how to buy machine shop work. This
completely revised and updated version containing an
additional 32 pages is simply the best book you can buy on
engine preparation for street or racing! Engine Blueprinting
shows the reader how to use precision measuring tools,
calculate compression ratios, degree a camshaft, and much
more!
|
|
|
|
|
|
|
|
|
Price:
$
18.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
How to Build Big-Inch Ford Small Blocks
By increasing the bore and stroke of your current engine, you
can add those cubic inches without the hassle of switching to
a big block. George Reid thoroughly explains the building of a
small block Ford stroker, paying special attention to the effect
that increasing the bore and stroke have on the engine as a
whole. Also included is a complete guide to factory head and
block castings, as well as aftermarket block and head guides,
so you can choose exactly the right parts for your project.
|
|
|
|
|
|
|
|
|
Price:
$
18.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
How to Build Max Performance Ford V-8s on a Budget
This book addresses high-performance V-8 engines such
as the 289, 302, 351ci small-blocks found in Mustangs, as
well as the FE series of big-blocks. Emphasis throughout is a
budget approach to building high performance powerplants
through the use of over-the-counter factory components and
selected aftermarket pieces. Includes realistic, low-cost
formulas for building serious horsepower in Ford V-8 engines.
|
|
|
|
|
|
|
|
|
Price:
$
18.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
 |
|
|
|
 |
|
 |
|
 |
|
|
Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $3.00, or
$7.95 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $14.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$18.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 30 days of purchase.
|
|
|
|
|
|
 |
|
|
|
|
|
|
|
|
|
|
