This distributor will not fit 351 Windsor engines, and will not fit Ford Fe 360, or 390 engines. See our other listings for the Windsor and FE Ford distributors.
For those wanting to install this in a 429 or 460 engines, you may require a special water neck if your car has a point style distributor. The later Ford 429 and 460 engines usually have the correct water neck due to the larger Ford distributor used after 1974. This special water neck has a flat area on the top that allows the larger distributor base to clear. This water neck is available at most any auto supply for less than $10.00 The Napa part number is 605-1090 and the Federated part number is 84859. You may also need to grind one of the cap latch down levers on the distributor to allow better rotation. A very simple, low cost fix to allow the use of the HEI distributor.
This is a must for those wishing to upgrade the ignition system.
Lifetime warranty on this unit, regardless of street or strip use.
For those not familiar with using the GM style HEI distributor in a Ford engine, itâ€™s a very simple hookup. There are two male spade terminals in the cap. One is marked B and the other is marked T. The B terminal is to go to a power source that is active when the key is in the on position, and must also supply power when in the cranking position. The T terminal is for a tach. Itâ€™s that simple.
All auto supply and hardware stores have spade terminal kits. This dist. only requires one wire to be up and running. Use at least a 10 gauge wire to the dist. If you have an old point style Ford, do not use any of the old wiring, as they are too small, and delete the ballast resistor for sure.
Many people purchase the lowest-cost unit they can find, assuming they are all of the same quality. That assumption is often wrong. Our objective is to keep our customers at our door regardless of the amount of profit we are making. So here it is, the best HEI unit made, for the new low price listed above, with the best warranty and customer service offered by any seller on the web. Now would also be a good time to shop our other listings for many other items at record low prices.
We have a full line of parts available for this distributor, including caps of various colors and styles, as well as coil cover, coil, module, rotor button, and distributor hold down. We also offer a Master Tune Up Kit. This kit is a very popular seller. It has all the spare parts you would ever need to be back up and running in minutes should a problem arise. Many people who buy our distributors purchase this kit. If you're looking for a single spare or replacement part for this distributor, we also have them listed.
Many garages and speed shops purchase these in case lots from us. Click on the purchases tab above, and you will be shocked as to how many people are buying this unit. We have noticed other units on the market, but few are of this quality. It is the no. 1 HEI on the market.
WE HAVE POSSIBLY SOLD MORE OF THESE THAN ANYONE IN THE COUNTRY. THIS IS A TOTALLY REVISED UNIT.
Read some of our past feedback on those that have purchased this unit, and you will be convinced of its quality and value.
THIS IS THE NEWEST VERSION ON THE MARKET. THIS HAS THE HIGH OUTPUT COIL AND IS ESSENTIAL ON ANY MODIFIED ENGINE.
- Fully CNC Machined - polished housing
- Adjustable vacuum advance canister to improve economy while cruising
- Premium caps with brass terminals and a low-saturation ignition module
- High output coil
- True spark alignment for instantaneous response at high RPM
This is the perfect upgrade for your vehicle, or just as part of a tune-up. Here are a few problems you are likely to encounter when using an old distributor.
- excessive end shaft play
- bushing wear
- weak coil
- work or cracked cap and button
- weak module
- corrosion build-up
- weakened advance springs
- gear wear
If going from points to HEI, this alone is a huge upgrade. All of the above issues can greatly affect the performance of your engine.
These are just a few of the things that most old distributors have going on with them. For the low cost of a complete brand new one, it just makes little sense to used the original distributor. When we rebuild any early model engine, we insist the customer purchase a new distributor. You will notice a performance difference in your engine if you have any of the above issues with your old distributor. All of the old HEI's we see have excess end play in the shaft. I'm sure the coils on them are not at full voltage. The Super Coil is much more than the OEM model. All car makers have dramatically improved the ignition systems on cars and trucks. This is an indication of how important good ignition is to an engine.
We consider this the absolute best mod you can do to your engine.
This distributor also has the performance curve setup. Do not be misled into thinking other HEI's on the market are superior to this. If anything, they are most likely the older version. We have sold more HEI's than most others around, and we do our best to provide the newest models available.
This distributor uses one wire to power it up. Be sure to have 12+ volts going to this unit. If you are installing it in an early model car that had a points distributor in it, you may have to run a dedicated wire to the distributor. Point type distributors ran on a reduced amount of voltage, and the wires going to them will have an in-line ballast resistor in them, or possibly a firewall resister. You must by-pass this.
You may run a flat tappet cam cam gear or a hyd. roller cam gear with this distributor. Cams that are aftermarket solid roller billet steel may have a billet steel gear on them, and the gear on the distributor will have to be changed to a bronze gear. Some billet steel cams have a regular cast steel gear pressed on them and some don't. Check with the company that made the cam if you're not sure. Some Ford engines did have billet cams in them, but the gear on these oe type cams allowed the use of a regular steel gear. Our distributor has never had compatibility problems with these type gears. Aftermarket steel billet cams may have a non-friendly gear on them, but as far as we know, factory Ford engines have never had a gear compatibility problem regardless of what type cam they have.
The mechanical advance span on these distributors is approximately 20 degrees. In other words, if you set your total timing at around 32 degrees, the initial timing, (at idle) without the vac. advance hooked up will fall back to around 12 degrees. These distributors have medium to stiff springs in them, and don't fully total out until around 4500 rpm. We would think that after the springs have been used for a short time they will total out sooner than 4500 rpm. You can easily change out the springs to a set of milder set if you like, and some of the curve kits also come with different weights. This distributor also has an adjustable vacuum advance, and this will allow you to control just how much advance it adds to your initial timing when it's hooked up. The effects of this can also vary depending on what source you hook it up to. Some prefer direct manifold vacuum, and some prefer hooking it up to the carburetor. Some carbs have multiple ports to choose from.
The part numbers for distributors beginning with 65 and 85 are interchangeable. The distributors are identical in every respect. We changed the artwork on the package to private labeling and our supplier had to change our part number to distinguish our private label (85 series) from the standard labeling sold to other suppliers (65 series). You may receive the alternate part number since we still have both in stock.