Weber 32/36
- Thread starter 1966_l6
- Start date
Not sure if this will help you, but I had a similar question and had it answered here:
http://classicinlines.com/Carbs1V.asp
http://classicinlines.com/Carbs1V.asp
Yes you can change the distributor, and if your going to change the carb than you should. You can go to a Dura Spark II electronic type from a 75 or newer 200 it will drop right in place of your old one. Good luck
The best way would be to do them together, however if due to your budget you need to do one at a time you could do the distributor first. 
.. the later distributor should fit in the engine block (small vs later larger block dist' bore/drive), but you could simply work out the details of carb swap first, with the LOM distrib'. I'd try to avoid changes to both carburation and ignition at same time . I ran a '63 170 with 32/36 clone H/W 5200 and LOM dizzy for a while, had transition hesitation from power to cruise to decel but still ran better than with old carb...
details of 2Bbl included $15 2X1 adapter, fuel pressure regulator, forming pedal linkage to carb and air cleaner fabrication - well worth the effort , I use '63 wagon as a daily driver, with OD(T5) tranny, the little 170 hauls ass at 70 MPH @ 2200RPM on the primary barrel and progressive secondary provides a little acceleration fun. - DSII usually available as dual vac diaphragm - just don't cap or use return side, works with straight 12V, replacement of the "Pink" coil resistance cable probably done but suggested...
'63 Wagon w/ miles per’formance six:
OEM C8DE Ford 170, Precision Machine worked D7 Head . Oversize intake valves/1.50 exh with- silicon springs and HD retainers, . Milled head w/ Steel Shim Gasket. CR= 9.5:1. H/W 5200 - 2.8 series (32/36) progressive 2Bbl carb., Exhaust ¾ siamese port divider, Re-Curved Duraspark electronic distributor, Champion racing spark plugs, Diaphragm Clutch. T5 Adaptor/5speed tranny, Short throw Hurst Indy shifter, OEM 3.50: rear, Shelby sway bar, , Fabricated subframe connectors / crossmember, Hooker 6601 dual out longtube headers. Shoulder belts front and belts for three in rear, Dual chamber master cylinder, OEM wide-wagon brakes, dual line rear air shocks, 14” wheels & tires, Countersprung Tailgate, Original tube radio …
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details of 2Bbl included $15 2X1 adapter, fuel pressure regulator, forming pedal linkage to carb and air cleaner fabrication - well worth the effort , I use '63 wagon as a daily driver, with OD(T5) tranny, the little 170 hauls ass at 70 MPH @ 2200RPM on the primary barrel and progressive secondary provides a little acceleration fun. - DSII usually available as dual vac diaphragm - just don't cap or use return side, works with straight 12V, replacement of the "Pink" coil resistance cable probably done but suggested...
'63 Wagon w/ miles per’formance six:
OEM C8DE Ford 170, Precision Machine worked D7 Head . Oversize intake valves/1.50 exh with- silicon springs and HD retainers, . Milled head w/ Steel Shim Gasket. CR= 9.5:1. H/W 5200 - 2.8 series (32/36) progressive 2Bbl carb., Exhaust ¾ siamese port divider, Re-Curved Duraspark electronic distributor, Champion racing spark plugs, Diaphragm Clutch. T5 Adaptor/5speed tranny, Short throw Hurst Indy shifter, OEM 3.50: rear, Shelby sway bar, , Fabricated subframe connectors / crossmember, Hooker 6601 dual out longtube headers. Shoulder belts front and belts for three in rear, Dual chamber master cylinder, OEM wide-wagon brakes, dual line rear air shocks, 14” wheels & tires, Countersprung Tailgate, Original tube radio …
>>>>>>>>>>>> <<<<<<<<<< 
