I‘ve noticed a shift over the years in recommendations for ignition systems to the DS11. Technically, what makes this superior to the other choices? One of Mike’s articles touted the HEI as a “better” system: https://fordsix.com/ams/ignition-system-choices.13/ . My experience with the DS11, when I was a mechanic, was less than ideal going so far as to install a back up module on rental vans in case the original module gave out. So please discuss what is a ’best’ ignition system from a technical standpoint without regard to appearance, etc…
What ignition system is “best”
- Thread starter vssman
- Start date
This has been discussed many times before and everyone has a different perspective on what aspect is important.
Engine performance, reliability, parts availability, cost, ease of timing advance adjustments and so on.
Carburetor 300 six or EFI 4.9 six?
What aspects are important to you?
Engine performance, reliability, parts availability, cost, ease of timing advance adjustments and so on.
Carburetor 300 six or EFI 4.9 six?
What aspects are important to you?
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Here is what we know.
The HEI distributor advance curves are wrong for all Ford 300/4.9 sixes.
All distributor advance curves are wrong for any of the 4.9 EFI engines.
After back to back testing of ignition systems on the 300 six, the MSD ignition systems offer the best low rpm torque and fuel mileage.
The HEI distributor advance curves are wrong for all Ford 300/4.9 sixes.
All distributor advance curves are wrong for any of the 4.9 EFI engines.
After back to back testing of ignition systems on the 300 six, the MSD ignition systems offer the best low rpm torque and fuel mileage.
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Just trying to figure out what parameters you are looking at for ignition system comparisons.
Would this be for the 200/250 six?
Yes, for a 200 six.
I guess what I am looking for is why the DS11 is now recommended over other systems? From Mike’s page it looked as if the HEI would allow for more complete burn and more overall potential HP. If that holds true, what makes DS11 better? Is the DS11 preferred because it’s less expensive? Easier to adjust when advance kicks in and max advance? Just what a supplier happens to prefer? Has the quality of the DUI HEI gone down with the importation of Chinese units?
I run a DUI HEI with a MSD module and accel super coil. Would a DS11 provide noticeably any better performance?
I guess what I am looking for is why the DS11 is now recommended over other systems? From Mike’s page it looked as if the HEI would allow for more complete burn and more overall potential HP. If that holds true, what makes DS11 better? Is the DS11 preferred because it’s less expensive? Easier to adjust when advance kicks in and max advance? Just what a supplier happens to prefer? Has the quality of the DUI HEI gone down with the importation of Chinese units?
I run a DUI HEI with a MSD module and accel super coil. Would a DS11 provide noticeably any better performance?
Here is a start.
www.fordsix.com
All Small Six - HEI cearance issues on 200 6?
Looking real hard at this eBay HEI distributor for the 1977 200 in my 1960 Ranchero. Seller suggested clearance issues between the cap and the block....? I appreciate his honesty but aint lots of you fellers running an identical set-up with nary an issue?
www.fordsix.com
PSIG
Famous Member
It's what people know, and it's Ford. It's a valid functional option, but generally not a first choice for various reasons. GM HEI systems are more powerful, and easier to tune the advance. Alternatively, PerTronix-II outputs the same HEI power, but all inside a small or large-cap Ford distributor with the same 1-wire change (jump the PINK wire). DS-II is an old but good system, simply more complex in wiring, added box, and behind in performance compared to others, but known (like points) and appreciated. DS-I (red) on the other hand was Ford's HEI equivalent, but again more wires and box, less accessible advance, etc.
A contributing factor may be that up until recently you could go to the neighborhood wrecking yard and get the components for a DSII system for cheap. It's been probably around twelve years ago that I sourced the parts for my Bronco DSII ignition from picnpull on half price day for about $50-$60 for all the components and that included a like new set of wires I found on a car. Budget friendly and generally very dependable. Have the distributor recurved for performance or do it yourself if you now how and you have a performance ignition system for not much money. Or you can get a custom curved distributor from a forum member here. wsa111.
The DS2 distributor is preferred because it is much easier to change the advance curve to match the engine’s power curve based on induction system and camshaft specs.
We don’t consider the DS2 ignition box as having any real performance advantage over other ignition modules or systems.
A lot of us including myself use the DS2 distributor with MSD ignition for the best low rpm torque and fuel mileage.
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My reason for going to DS 2 over HEI on a big 6 was that the aftermarket HEI had odd-ball springs and weights, finding matching replacements to tweak the curve was hit-n-miss. Also, I'll pay double for a USA built product over china every time. No matter how good the offshore product is, it is still short of the factory home-grown parts. I've never seen an exception to this, regardless of the part.
I have been noodling on this topic quite a lot myself. I've always wanted to do a crank-triggered system, and CNP (coil near plug) seems like the way to go. Has anyone integrated a programmable spark control on a carbureted engine? I have no problem making the mechanical bits: trigger wheel, pickup mount, etc. I'm thinking about a "flying magnet" trigger, and replacing the distributor with an oil pump drive and #1 cylinder pickup to reference the controller with the firing order. Am I (as usual) deep off in left-field?
No, it's been done. I can't remember the thread. There's a damper- think it's the '96 model- that accepts a trigger wheel. Someone made a custom top for their distributor to reference, flat, only sticks out of the block a few inches. Others will have to take it from here, but no you're not out in the weeds.
If you use a waste spark CNP system, you don't need the cam sync reference signal.
Which programmable spark control system are you looking at using to do a CNP setup?
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This member made a crank-trigger setup and lots of other interesting projects I enjoyed reading about:
fordsix.com
Ford EDIS
I've got my old 170 sitting on the ground, and a new-to-me 200 sitting a little further away on the ground. I've got Pertronix on my old LoM 1/4" drive distributor, and points on the new LoM 5/16" drive distributor. I've got a recently rebuild Holley 1904 on the old motor, and an unknown (but...
fordsix.com
The more I read on this topic, the more I need to learn! I guess my initial thinking was to build around an MSD 6AL-2, for the programmability, and then find some sort of sequencer to distribute the output to the 6 coil packs. This is starting to seem pretty daunting, though. There are many options for 4 and 8 cyl. applications, but the 6 seems a little less supported.
