Skip White Performance - We have the best prices you will ever find for aluminum heads, rotating assemblies and strokers
Skip White Performance
1910 Brookside Lane
Kingsport, TN 37660

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Product Information

Product TypeShipped Product
Shipping Cost $10
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Firewall clearance is not an issue with this distributor. This is a must on any car that will not allow the use of the late style full size HEI distributor. With its OEM appearance, this unit is superior in every way to a point style distributor.

This unit is fully CNC machined.

It's a fully self-contained distributor with the module, also called the brain box, built into it. No need for any external devices besides a coil. You can get rid of every bit of that dried up wiring mess from your old system, including the ballast resistor. All this unit needs is a fresh 12 volt coil, and you simply hook up the two wires coming from the distributor to the coil, and that's it. No other wiring or components are needed. This unit operates the same as the late GM HEI that came out around 1975, except it does not have the coil built into it. That's the way we want it, because a GM HEI style distributor will not clear the firewall in most pre-1975 cars and trucks. This also has an OEM appearance, exactly like the point style distributor.

The fact that you can eliminate that mess of dried out wiring and ballast resistor should be reason enough, as well as eliminating your well worn distributor.

If you're running a point style distributor now, you're going to be amazed at the way your car starts, warms up and performs when you switch over. We recommend a 12 volt coil (listed under distributor accessories in our other listings) and you will have the ultimate ignition system. This is a fully self-contained ignition system, except for the coil.

Point style distributors are simply insane to run. The unleaded fuel is so very poorly ignited with point type ignition systems.

Notice the chrome box on the lower side of our distributor. That's where the GM style module is located. The module is not the very same module used by GM, but it is the same design. You know well that GM had that design correct over 30 years ago. Now you can open your plug gap to around 45-50 instead of 35 if you're running points, as the spark this unit produces is many times stronger.

This has to be the best money you could ever spend on your point style or early style electronic ignition system.


Installation instructions.

1. Unpack the distributor carefully and inspect it for possible shipping damage. Inspect again after removing the cap.

2. If the distributor to be replaced has not already been removed from the engine, remove its cap. On GM HEI distributor, unplug the pickup to coil harness from the cap. Do not remove the plug wire at this time. Crank the engine slowly until the rotor blade aims a fix point on the engine or firewall. Note this point for future reference.

3. Find the connector in the wiring from the distributor to the ignition switch, and unplug it.

4. Note the exact position of the vacuum advance canister. Put a reference mark on the engine or firewall so that the new distributor may be easily installed in the same position.

5. Loosen and remove the distributor hold-down bolt and clamp. Lift the old distributor out. If the engine had been running within the past few minutes, the distributor housing may be hot and coated with hot engine oil. Wrap a shop towel around the distributor to avoid burning your hands and dripping oil.

6. Lower the new distributor into position. The rotor should be aimed at the same fixed point as was the rotor of the old distributor, and the vacuum canister aligned with the reference mark. After the new distributor has been lowered into place, you may find that it hasn’t seated firmly against the support boss. This indicates that the lower end of the distributor shaft is not properly aligned with the oil pump drive rod. Do not attempt to force the distributor into position.

7. Reinstall the hold-down clamp and thread the bolt just enough to exert a very slight pressure against the distributor. If the distributor was not firmly seated, manually rotate the engine until the distributor drops down into place.

8. With the distributor properly seated, tighten the hold-down bold just enough so that the distributor is held in place but can still be rotated with a little effort. Again, make sure that the vacuum canister is aligned with the reference mark.

9. Remove the plug wires one at a time from the old cap and install them in the corresponding positions of the new one (on GM HEI distributors, it will also be necessary to transfer the coil and coil cover from the old cap to the new one). After all wires have been transferred, verify that the wire in the terminal post that is aligned with the rotor leads to number one cylinder. If you are unsure of cylinder number position or firing order, this information can be found in the service manual that covers your particular engine. Put on the distributor cap.

10. Reconnect the wiring leading from the distributor to the ignition switch. On GM HEI distributors, plug the pickup lead connector into the new distributor cap.

11. Connect timing light. Start the engine and allow it to warm up sufficiently to idle smoothly. It may be necessary to rotate the distributor (either clockwise or counter-clockwise) before a smooth idle can be achieved. If the engine will not idle smoothly, the firing order may be incorrect or the rotor may not have been properly aligned during installation. Consult a service manual for corrective procedure.

12. Consult the appropriate service manual to determine the factory-recommended initial timing and idle speed. Set initial spark timing with the vacuum advance line disconnected and plugged. Advancing timing two to four degrees from the factory setting will usually provide improved performance and fuel economy. However, timing advance beyond factory specification may result in detonation, which can cause engine damage. Listen carefully. If you hear the engine knocking or pinging, retard initial timing as required to eliminate it.


This unit is identical in size to the original point distributor and is fully electronic. All that's needed is an external 12 volt coil. This unit is supplied with a male style cap.

The performance difference from point to electronic ignition is dramatic, and most early point style distributors are worn out.

Firewall clearance is not an issue with this model. The male style cap is much better than the female style and will hold the wires more securely.


We do have spare caps and rotors for this unit, as well as any part you may need.

This unit has a vacuum advance, and I'm sure it has a bit more aggressive curve plot to it.

Some of the many benefits of electronic ignition over points are as listed below.

- Much better fuel mileage

- Far less pollution, as the fuel is burned much better

- Faster start ups, especially in cold weather

Those with carbs. prone to flooding will notice a huge difference, as the spark on electronic ignition is many times stronger than point style ignition.

- Virtually no maintenance, compared to points

- Spark plug life is 3-5 times longer, as well as plug wires

- Much better performance, over points, mostly due to the better combustion of unleaded fuel, as this was the primary reason for the development of electronic ignition.

- Point dwell changes as points wear out, causing your timing to advance dramatically. This brings your engine much closer to detonation, not to mention hard starting, and poor performance.

- Overall engine life is much longer with electronic ignition over points. This is a fact.

Most old distributors have wear in the shaft bushings, causing fluctuations in performance. It would be impossible for a distributor that's been run for 15 or more years to not have excessive wear.

Important Note.

The part numbers for distributors beginning with 67 and 87 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 (87 series) from the standard labeling sold to other suppliers (67 series). You may receive the alternate part number since we still have both in stock.

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