distributor questions

[Anonymous]

I have a 67 mustang Convert with a 200cid 6 cyl. The car came with 2 types of distributors. DIST #1 is a familiar vacuum advance with a single vacuum line, and DIST#2 is very similar, but with 2 vacuum lines. I have a pentronix kit ready to install and I want advice as to which one to use and which vacuum fitting gets ported and which one gets manifold vacuum.

Thanks!

 

[CZLN6]

Howdy Brian:

Take a look under the distributor caps. If you see two springs on the same plate as the condensor you have a Load-a-Matic, which is a vacuum advance only distributor and must be married to a carb with a Spark Control Valve to function as designed.

If you don't see two springs under the cap(s) you have a '68 and later style distributor with both vacuum and centrifugal advance. These distributor came in both a vacuum advance and a vacuum advance/retard. The 1st has one vacuum line nipple on the end of the cannister. The 2nd has two nipples. one on the end for advance and a second between the distributor and the cannister for vacuum retard.

In either case these distributors are designed to function with a ported vacuum source. The exception would be on an engine with a performance cam/low vacuum. Then it is best to use manifold vacuum.

Vacuum retard has little use in our applications. Leave this nipple open to allow the advance side of the cannister to function properly.

Adios, David

 

[Anonymous]

Okay, so the dist. with two vacuum lines uses the inner line to retard spark and the outer to ported vacuum for advance? I have the inner one hooked up to manifold and the outer hooked to ported (carb)vacuum.......... The car runs, but it pings on acceleration.

The dist that came with the carb I have, used vacuum ported advance only. If you had a choice between the two that I have, which would you use? I like simplicity & reliability

 

[CZLN6]

Howdy back:

What carb are you using?

What about the springs under the cap?

The inner nipple between the distributor and the cannister should not be hooked to manifold vacuum. It will overpower and compete with the ported vacuum signal.

Are the parts code visable on the distributors?

Adios, David

 

[Anonymous]

I'm unsure of the carb that I have other than it was on an engine with a single port distributor. It did have a sticker that said, "Factory Tested" but no tags, numbers or ID of any kind. My guess is that it's a rebuild. I'll email or post tonight with the ID's and descriptions of the distributors, but It sounds like I may be better off just putting the single ported vacuum distributor in with the pentronix for simplicity.

 

[Anonymous]

Carb
Single venturi with only one vacuum port about half way up the carb on the passenger side. There is a strange dial to the left of it with small tabs that appear to allow a wrench on it for adjusting.

Dist. #1
Two visible springs, one vacuum fitting
The only #'s I can find read 12127

Dist #2
No visible springs, two vacuum ports
letters & Numbers read as follows:
DODF 12127 C
Below those numbers read:
0124

 

[Anonymous]

based on my mustang resto guide, I have the 1966-1970 ford 1V carb

 

[CZLN6]

Howdy Back Brian:

Given your description, the 1st distributor is a Pre '68 Load-a-Matic distributor. It is vacuum advance only and needs to be used with a carb with a Spark Control Valve (SCV) to function properly.

The 2nd is a '68 to sometime during the '73 year when it was replaced with the original, small cap, DuraSpark. This distributor has both vacuum and centrifugal advance and is a performance and economy upgrade over the earlier Load-a-Matic distributor. IF you use this one, you will need-
1. a carb that does NOT have a SCV such as the '69 Autolite 1101, a Carter YF, or a Carter RBS
2. to leave the vacuum retard nipple open and unused.

I'm suspect of your Mustang Resto guide because Mustang 200s used Autolite 1100s through '69. Carter YFs became the stock carb on 200s in 1970. The 1100 through '67 have the SCV and use the Load-a-Matic distributor. In '68 & '69 they switched to a vacuum/centrifugal advance and an 1100 with a ported vacuum source for the vacuum advance and not SCV, but downsized from 185 cfm to 150 cfm. The distributor was an improvement. Downsizing the carb was not!

You will need to be more exact to determine what carb you have.

I hope this is helpful to you.

Adios, David

 

[Anonymous]

it is the ford carb. The book says 66-70 style carb, but the pictures in the book are in fact what I have. The car came with a blown engine with my carb and dist #1 on it. I bought a used motor with no carb, but dist #2 in the block. I dont want to dump too much in to this car and try to make it a hot rod. At this point, the carb is working fine and I'm just looking for a reliable sunday driver. It sounds like I should put the pentronix in dist #1 (the one that was matched with the carb) and hold on to the other distributor if I decide to upgrade the carb.

Will the other dist have a noticable improvement over the load a matic?

 

[CZLN6]

Howdy Back Brian:

If the stock Autolite 1100 carb is in good shape and the SCV is working properly, and if the 1st distributor, the Load-a-Matic is in good shape and the vacuum cannister is working properly it will give reasonably good performance and economy. Make sure the vacuum hose or tube connections are in good shape and tight- no vacuum leaks.

The Petronix Ignitor is a good upgrade for this system. Most who have use the Ignitor keep a set of points in the glove box just incase of sudden, no warning failure, as a precaution.

You might want to read the stickies at the top of this forum on the SCV and the Load-a-Matic distributor function to better understand what you've got and how it works. You might want to try adding an additional 5 degrees of advance over your stock specs for a boost in power and economy.

Adios, David

 

[Anonymous]

Dave, Thank you for all of your help. Without this site I would be scratching my head still, but instead I have a sense of direction. I will be installing the load a matic with the pentronix, but if I have any trouble with the carb, I'll change to a standard carb with ported vacuum and use the newer distributor and leave the retard port open on it.

JUST SO I CAN BE DONE THINKING ABOUT THIS>>>>>>>>>>
Is there a good choice for a bolt on carb solution with ported Vacuum? Again, I'm not looking for performance, but I do want reliability, ease of installation, and economy. Will the 1969 1100 be a good choice? They're $90 rebuilt at autozone.

 

[CZLN6]

Howdy Back:

The '68 & '69 Autolite 1100s do not have a SCV, and they do have a ported vacuum source for you #2 distributor. However, they were down sized by redicing the inner diameter of the venturi from 1.2" on the '67 and earlier to 1.1" on the '68 & '69 1100s. The change is a drop in CFM from 185 to 150.

That might work for mileage, but it would hurt performance- and the distributor upgrade could not make up the difference.

A better choice for all-around driving might be an Autolite 1101 from a '69 Mustang with a 250 engine. It has a venturi with an inner diameter of 1.29" and is rated at 215 cfm. It will look the same as the 1100, have NO SCV and will have a ported vacuum source for the #2 distributor.

The '70 and later Carter YFs are also a choice, but they will need adapting of linkage, fuel lines and air cleaner systems.

Adios, David

 

[Anonymous]

Thank you for your help. I'll let you know how it works out.

Cheers!!

 

[Anonymous]

Dave, I took your advice back in June and purchased the 69 250 cid Mustang Carb for my 67 200 cid in line 6. As you explained, everything bolted up except one problem, the bore for the throttle butterfly on the carb spacer was too small and the throttle wont work. I'm hoping you can help me find a solution for this.......

The bore required for the new carb is 1 11/16"
The bore of the manifold plate (spacer) is 1 3/8"
The carb is not a tight fit on the manifold plate (spacer) so the actual bore may need to be greater than 1 11/16 for tolerance

.. let me know if you have any ideas.

brian