Vacuum port locations???

[eds1965coupe]

Is it possible to use the vacuum block in the intake manifold for the distributor vacuum? I see reference to "manifold vacuum" and "port vacuum" in the forum.

Thanks,

Ed

 

[CZLN6]

Howddy Ed:

Yes, It is possible. The difference between ported and manifold vacuum source is that a manifold source gives full vacuum all the time. A ported source will not give full vacuum at an idle. Depending on which distributor/carb combo you are using switching vacuum sources may be useful. IF you're dealing with a '65 200 with an 1100 Autolite with a SCV and a Load-O-Matic distributor you are dealing with a Spark Control Valve in the carb to send a load sensitive vacuum signal to the distributor. Changing to full manifold vacuum would not help, in that case.

Adios, David

 

[eds1965coupe]

Thanks so much. How can I identify the distributor as a loadomatic? How can I idendify if the carb is a SCV type?

I sure appreciate your help and especially the Falcon Six Handbook. It has been a great help to me.

 

[CZLN6]

Howdy back Ed:

Is your engine a stock 1965 200? If so, you have an Autolite 1100 with a SCV. The carb is pictured in the Handbook on page 28 in the latest edition. The SCV is the "Star" shaped plug with a tin cap with a hole in it. It is next to the vacuum port to the distributor. IF you remove the distributor cap you should see two springs near the 6 O'clock position. Most have a metal vacuum line between the carb and the distributor. This stuff is also well illustrated in the shop manual. A shop manual is also a big help if you intend to do any maintainance.

If you haven't yet, do fill out your profile so that details like your locale and plans for your engine can be known. The more info we have the better able we are to help you.

Keep it coming.

Adios, David

 

[eds1965coupe]

It is a stock setup. 78 block, 66 head, stock cam, autolite 1100 with SCV, and a load-o-matic (the one with the springs) distributor. I also have a '70 distributor available to me. Should I use it?

I have the following plans, and most of the parts gathered: 1.02 autolite 2100 carb, 79 head, Duraspark II ignition setup, Comp cam 260H, .30 over pistons. Am I on the right track?

 

[CZLN6]

Howdy Ed:

Yup, your plan lists all the key pieces, with the exception of an improved exhaust system. I'd also suggust that you consider one of Mike's dual pattern cams rather than the Comp 260. The Comp cams were good in their day, but the CI cams are more current. I'd suggest that you look at one of the ARCs. You will also want to maximize CR and efficiency for your circumstances.

The change away from the SCV/LoM system came in '68 with a down-sized Non-SCV 1100 and a point distributor with both centrifugal and vacuum advance. The switch to the first Dura Spark system came in the early 70s. It is a pointless system, but has a small distributor cap. The DuraSpark II ignition system began to appear in the '74 model year and years following. IT is distinguished by a larger distributor cap. Does you '70 distributor have points in it?

Adios, David

 

[eds1965coupe]

Thanks for the help. I already own the Comp cam. Do you the dual pattern is a big enough step up to eat the cost of the comp cam? I do intend to add headers as well. Your handbook says that single exhaust is OK. Does anyone sell the exhaust piping, brackets, and muffler as a kit or do I have to pay a local shop to put the exhaust system together?

The '70 distributor is a points style distributor. It is a spare that I ended up with.

We are assembling the car with the setup that it currently has so we can have a driver while we build the final motor. Consequently, some of the things I am doing are for now, to get the car on the road, but the planning is for the motor that we will be building over the next year or so. The final motor is the one that I will be using the 2100 and Duraspark II on.

As for the current motor, if I understand correctly, unless I change the carburator, I should keep the load-o-matic. We are using a pertronix module as well.

Thanks again,

Ed

 

[CZLN6]

Howdy Back Ed:

As far as carb and distributor are concerned, you've got it right. I don't think the Petronix will fit in the '70 distributor. So go with what you've got but be sure to increase the initial advance 5 degrees more then stock specs.

I'm using a single outlet header on my 250. It is a lighter system and less likely to rust out. The only real advantage on the dual outlet header would be for high rpm and racing. 98% of my driving is on the street. Yes, I had a muffler shop fabricate the exhaust system and add a Walker DynoMax turbo type muffler.

Adios, David

 

[eds1965coupe]

David,

Thanks for all your help. I am considering using a 1.02 two barrel instead of the 1100. Could I make the switch and stick with the pertronix unit I already have installed in the 1965 distributor?

Here are the distributors I have available:
1965 with pertronix
1970 points distributor (has 2 vacuum hookups)
1978 DS2 setup (never done anything this advanced, a little scary)

Here are the carbs I have available:
1100 with scv
1.02 Autolite 2100

Thanks for your help,

Ed

 

[CZLN6]

Howdy Ed:

Yes, you could use the 1.02 with the L-O-M with the Petronix Ignitor. You will have to Give up some initial advance or you will have too much advance at cruising speeds. IIWIYS, I'd stick with a good running 1100 with the L-O-M for now.

Best case scenerio, I'd go with a DuraSpark II with the 1.02 in the end. Yes, the '70 distributor will work too with the 1.02. Use the outer vacuum nipple and leave the inner one uncapped. I doubt that the Ignitor unit you have in your L-O-M distributor will fit into you '70 Distributor. Yes, your Comp cam is usable. If you've already got it use it.

The DS II set-up is not that scary. Once you get it set you can forget it's there. It is truely one of Ford's better ideas.

Adios, David