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Have installed 2 of the Accel conversions with after market higher output coils in a 67 Ford truck with a 390, and a 65 Mustang with a 289. The 289 was a hot build with aluminum heads, and a stout cam, and valve train. It pulled hard to 5,000 rpm, and the points couldn't run any more RPM and it would miss/start to fall on its face. With the Accel conversion it pulls clean to 6500. I do still have points in several of my own cars so it just depends on what you are doing.
Upgrading to a MSD or similar with an external ignition box, and a hot coil definitely increases fuel milage, and lowers ET at the track because the spark is way hotter ( I have done back to back tests on this and the results are dramatic especially with fuel milage increasing)
The 289 just prior to installation 454 on the test stand with MSD 7 as the ignition test mule
Last edited by centuryoldracer; Sep 18, 2020 at 03:51 PM.
Have installed 2 of the Accel conversions with after market higher output coils in a 67 Ford truck with a 390, and a 65 Mustang with a 289. The 289 was a hot build with aluminum heads, and a stout cam, and valve train. It pulled hard to 5,000 rpm, and the points couldn't run any more RPM and it would miss/start to fall on its face. With the Accel conversion it pulls clean to 6500. I do still have points in several of my own cars so it just depends on what you are doing.
was that with standard points only, or with stiff-spring hi-po points as well ?
was that with standard points only, or with stiff-spring hi-po points as well ?
It was a customer job so I wasn’t going to spend time trying to find stiff spring points, plus then the points cam contact wears down faster requiring more frequent dwell adjustments/ points replacements, which is a pain for me, and the customer
SUN made a machine [ Distributor Profiler } that spun up your distributor thru its RPM range . The exact springs needed for the mechanical advance could be determined to produce the best timing for your engine . { All In }
SUN made a machine [ Distributor Profiler } that spun up your distributor thru its RPM range . The exact springs needed for the mechanical advance could be determined to produce the best timing for your engine . { All In }
Yeah...know all about it...a curve.....
I think it is because not only is it not the premise of the thread, but because a lot of us here say it so much....just an opinion....we tell people all the time about curve...
SUN made a machine [ Distributor Profiler } that spun up your distributor thru its RPM range . The exact springs needed for the mechanical advance could be determined to produce the best timing for your engine . { All In }
It’s way faster and easier to just check it on the motor with a timing light, and a piece of degree tape
It’s way faster and easier to just check it on the motor with a timing light, and a piece of degree tape
I haven’t seen one of those machines in probably thirty years. But I’d sure like to have access to one. It is certainly easier the CHECK the settings on the engine, but when you need to CHANGE the curve, it’s so much easier to do on one of these.
SUN made a machine [ Distributor Profiler } that spun up your distributor thru its RPM range . The exact springs needed for the mechanical advance could be determined to produce the best timing for your engine . { All In }
Not quite.
they are SUN Distributor Tester
I KNOW at least three folks on this forum have one; I do. I KNOW of several others not associated w/ CF. http://www.paramountd.com/sale.html
afaik, most folks who race or use SUN distributor testers refer to the ignition advance map as "the curve"
Did the OP say how many miles a yr he drives? If a guy put on 1,500 mi a year, IDK i ya need to adjusts them every year or even every 2yrs. If not too many miles, it might not be worth the hassle. Points will rarely ever leave ya stranded. (I didn't say 'never')
SUN made a machine [ Distributor Profiler } that spun up your distributor thru its RPM range . The exact springs needed for the mechanical advance could be determined to produce the best timing for your engine . { All In }
I haven’t seen one of those machines in probably thirty years. But I’d sure like to have access to one. It is certainly easier the CHECK the settings on the engine, but when you need to CHANGE the curve, it’s so much easier to do on one of these.
as well ?
, all that shelf stock, rhetorical/sarcastic question only jeff: that aircraft connection ya know. 
