So I found out I have a 68/69 200 ci in my 66, but I also have a pertronix ignition and an 1100 annular fuel carb for a 66/67 200. I was wondering if I can attach the autolite 1100 to the 68/69 200. If so is it as "simple" as getting the carb to intake manifold spacer and bolting it on? I know it uses the spark control valve so I was also wondering if I could simply replace the distributor to the 66/67 scv style and then hook everything up? Right now it has the replacement holley carb on it. Doing some reading I've read the scv system actually seems to be better if everything is running properly. Thanks for any suggestions.
66/67 1100 on a 68/69 200?
- Thread starter waldo786
- Start date
just thought i'd share... my current setup;
09 1100 pony vap with SCV
65 LOM distributor with pertronix
67 head
68 block
63 carb adaptor plate
i used to have the holley 1942 carb, which worked just fine until i replaced it.
personally, if i didn't have the 1100 vap i would have probably swichted out my LOM for the DUI because of centrfugal advance, something the LOM lacks
(LOM is best used with the SCV on the 1100's)
yes, the system works great, but it could alway's be better.
that's my 2 cents
09 1100 pony vap with SCV
65 LOM distributor with pertronix
67 head
68 block
63 carb adaptor plate
i used to have the holley 1942 carb, which worked just fine until i replaced it.
personally, if i didn't have the 1100 vap i would have probably swichted out my LOM for the DUI because of centrfugal advance, something the LOM lacks
(LOM is best used with the SCV on the 1100's)
yes, the system works great, but it could alway's be better.
that's my 2 cents
I currently have a similar setup in my 66
68 Block
1100 with SCV
68 era distributor
61 head
Pertronix ignition
Flamethrower coil
Pertonix wires
I removed the SVC and the car ran porly. Even with the SCV the idle quality has never been good, best I can do is keep the curb idle on the high side and it runs ok.Timming is good,Vaccuum is pretty strong and steady, so who knows! Luckly I am getting rid of the 61 head and 1100 carb so I am hoping for beeter results.
68 Block
1100 with SCV
68 era distributor
61 head
Pertronix ignition
Flamethrower coil
Pertonix wires
I removed the SVC and the car ran porly. Even with the SCV the idle quality has never been good, best I can do is keep the curb idle on the high side and it runs ok.Timming is good,Vaccuum is pretty strong and steady, so who knows! Luckly I am getting rid of the 61 head and 1100 carb so I am hoping for beeter results.
Yup ditch the Load O and install a later dizzy.
Does the same pertronix go in the load o as the non load o? IF so ask around here, maybe someone has a non load o dizzy laying around they will sell cheap. If not then sell the pertronix to someone here and go for a DS2 or DUI if you have the bucks.
Does the same pertronix go in the load o as the non load o? IF so ask around here, maybe someone has a non load o dizzy laying around they will sell cheap. If not then sell the pertronix to someone here and go for a DS2 or DUI if you have the bucks.
fordconvert":7we1u4mv said:
i believe (i'm probably wrong) the DS1 used points and the pertronix can plug into that... just an idea.. but you won't get the 8mm plug wires unless u go DSII or DUI
Howdy Waldo and All:
As always, I seem to start with more questions. Does your 68/69 200 have the stock OEM distributor on those years? If so, it is not a LoM. It is a point type distributor, but it has centrifugal (Mechanical) advance and a vacuum advance that is sourced from a ports vacuum source in the carb. It is married to a Non-SCV 1100. In those years, pre-DuraSpark, FoMoCo was looking for better economy so down-sized the Autolite 1100 from 185 CFM to 150 CFM, and added the new (For then) distributor. Advertize CR also dropped from 9.2:1 '67 and earlier, to 8.8:1 in '68 -'70 (although we can find no physical dimension differences, effecting CR, in those years.
Q- "I was also wondering if I could simply replace the distributor to the 66/67 scv style and then hook everything up?"
A- Yes. When working as designed the SCV carb and LoM distributor work fairly well.
Adding a '67 and earlier 1100 to a '68 point style distributor, adds CFM, but the distributor advance will not work as designed. So on this forum have crutched the combo by sealing the SCV port and either increasing initial advance or running the LoM hooked to a manifold vacuum source, which usually requires less initial advance.
A better solution is to maintain your '68 style distributor and add a carb with a ported vacuum source, such as a 1101 from a '69 250 mustang, or a Carter YF from a '70 and later 200. Both will require minimal adapting, the 1101 is rated a 215 cfm. The Carter YF is rated at 187 CFM.
MPG- the first generation of the DuraSpark did not use points, but it had a small, point style distributor cap. From '68 to the early '70s FoMoCo used point type distributor that had both mechanical and vacuum advance from a ported source. It was replace by the first generation of the DuraSpark system, which later became DuraSpark II.
Petronix Ignitors are unique based on the shape of the top of the distributor shaft. If the top of the shaft is the same, all indications are that the ignitor unit is swapable.
Please share the details of which distributor you are using? Then we can get specific.
Adios, David
As always, I seem to start with more questions. Does your 68/69 200 have the stock OEM distributor on those years? If so, it is not a LoM. It is a point type distributor, but it has centrifugal (Mechanical) advance and a vacuum advance that is sourced from a ports vacuum source in the carb. It is married to a Non-SCV 1100. In those years, pre-DuraSpark, FoMoCo was looking for better economy so down-sized the Autolite 1100 from 185 CFM to 150 CFM, and added the new (For then) distributor. Advertize CR also dropped from 9.2:1 '67 and earlier, to 8.8:1 in '68 -'70 (although we can find no physical dimension differences, effecting CR, in those years.
Q- "I was also wondering if I could simply replace the distributor to the 66/67 scv style and then hook everything up?"
A- Yes. When working as designed the SCV carb and LoM distributor work fairly well.
Adding a '67 and earlier 1100 to a '68 point style distributor, adds CFM, but the distributor advance will not work as designed. So on this forum have crutched the combo by sealing the SCV port and either increasing initial advance or running the LoM hooked to a manifold vacuum source, which usually requires less initial advance.
A better solution is to maintain your '68 style distributor and add a carb with a ported vacuum source, such as a 1101 from a '69 250 mustang, or a Carter YF from a '70 and later 200. Both will require minimal adapting, the 1101 is rated a 215 cfm. The Carter YF is rated at 187 CFM.
MPG- the first generation of the DuraSpark did not use points, but it had a small, point style distributor cap. From '68 to the early '70s FoMoCo used point type distributor that had both mechanical and vacuum advance from a ported source. It was replace by the first generation of the DuraSpark system, which later became DuraSpark II.
Petronix Ignitors are unique based on the shape of the top of the distributor shaft. If the top of the shaft is the same, all indications are that the ignitor unit is swapable.
Please share the details of which distributor you are using? Then we can get specific.
Adios, David
