Hi everyone. I've got a question about the distributor in my 65. It's got dual points and the condensor is mounted on the outside. The body looks to be of aluminum and its got the mechanical tach drive. The only number I can find is "101" down on the shaft housing where the hold-down clamp mounts it to the engine. There is no vacuum advance on the distributor. Is that normal? What kind of set up do I have? The rotor may have an "M" emblem on it. Is this a Mallory distributor. On another note, there is no voltage regulator in the car. The alternator is a Delco Remy 1103161 37amp. DR tells me they obsoleted that one in 1979??? I assume its got the internal voltage regulator.

Any help ya'll can give regarding this electrical system wuill be most appreciated.

Thanks!!
Dave Zuberer

 

Can't help to much but I had a Mallory on an old Camaro of mine. It had the condenser on the outside and mine did not have vacuum advance. It was also a dual point and aluminum. Advance mechanism is much different on a Mallory than a GM dist. It is set with a plastic key that has steps on it to set your mechanical advance. I doubt it is a GM dist.


[Modified by Gordonm, 1:12 PM 12/2/2001]

 

You didn't mention what engine option your car has, but all '65 engines were OEM equipped with a single point tach drive distributor (except those equipped with the mandatory or optional K-66 TI), with the FI engines having an injection pump drive adaptor, and all '65 distributors were equipped with a vacuum advance control.

Some high performance/FI Corvette engines from '56 or '57 to '62 had a dual point distributor, but from your description, you probably have an aftermarket unit, and Mallory conversions were common back in the sixites. The Delco dual point has a cast iron housing and a conventional eight lobe cam, but I believe the Mallory's have a four lobe cam. I'm also pretty sure that the condenser on the Delco dual point is mounted internally.

I believe there was an external transistor regulator on some '65 option configurations, so it's possible you might have one. If you have a later 10-SI Delcotron with an internal regulator, it will have a two wire connector on the OD of the rear portion of the housing.

Give us some more info on what you think the OEM option configuration is on your car and what you believe has been modified. That might help determine what you have.

Duke





[Modified by SWCDuke, 10:27 AM 12/2/2001]

 

Sounds just like the Mallory I took off my 62 when I reinstalled the fuel injection. Mallory has a web site with pictures if you want to confirm this. The 65 should have had a single point, vacuum advance distrubuter. These are readily available at swap meets or on eBay. :D

 

DZ,
If it`s aluminum i can`t help BUT if a magnet sticks to the housing i`m betting it`s an 1110985 (1962 327/340hp), dual point, NO vacuum with a tach drive. Very popular years ago, but cast iron! If your interested i have a very nice 1111069, correct for a`65 327/365hp FOR SALE. You or anyone else ( interested) should e-mail me direct. ...redvetracr

 

Thanks Duke and everyone else! The distributor is a Mallory Dual Point Mechanical Advance unit (probably a 24 or 26 series). The Mallory catalogue (PDF file) at the MrGasket (mrgasket.com) web site has a good picture of it and others(thanks to 62fuelie for the tip). The alternator a 10SI, type 100 37-amp. It crosses to a newer Pt#19020501 which is a 63-amp unit. Mine seems to work just fine but I wondered if going to the higher amp unit creates problems. I'm not an electronics wizard as you may have guessed.

I pulled the plugs this weekend and both front cyclinders were carboned up a bit, the rest didn't look too awfully bad. Is there anything that would cause the two front cylinders to behave badly? Timing was OK. Points, dist. cap and rotor look good. Carter AFB seems to be pretty rich. Any suggestions? How much trouble is to kit the Carter AFB?

By the way the engine in my car is a 327/300 (PS, PB, PW, Factory Air, Powerglide, Posi) (66 block: F0I25HCH; anybody know what this suffix is: full size?) casting date A186, can't see the number on the left rear side; too much stuff in the way. The intake and exhaust manifolds appear to be original 64-65's but the heads have an F16 date and a later part number (don't have it here with me).

Who was it that said "parts is parts". Not too much pressures on the numbers thing with this car.

Havin' fun and savin' the wave in central Texas!

Thanks for the help everyone!

Dave Zuberer

 

Dave -

I don't show an "HCH" production usage in my references; 3-character engine plant codes didn't start until 1970, but Flint Engine's code changed from "F" to "V" for the 1967 model year. The mystery continues...do you have the block casting number (behind the driver's side head)?

 

The OEM non-A/C alternator was 32 amp, so a 10-SI 37 amp will work just fine, as will a 63 amp. The only difference is probably the stator coil. Having a higher capacity than OEM alternator is no problem.

The AFB overhaul procedure is in the '63 Corvette shop manual, and any decent book on Carter carbs. The procedure is straightforward, but make sure you have a new O-ring in the kit to seal the choke air passage to the main body. Otherwise, you'll likely have both a vacuum leak and a funky operating choke.

Duke