Inliners International Forums General Discussion Ford 1948 Ford six distributor

Hi,

I've got my \'48 Ford Super Deluxe rewired and converted to 12V. I would like to play with the induction system next. Since I own two of the stock carbs, I want to modify the manifold to take both of them. Someday, perhaps GM TBI instead of carbs. Engine before 12V conversion

Anyway, the problem comes from the H series six engine's Loadomatic distributor that uses only venturi vacuum. Using other than the stock carb causes incorrect ignition timing.

I've got a line on a kit to convert to electronic ignition with microprocessor controlled advance that would be used with the stock points. Cost for the kit of parts is about $70 plus shipping. The drawback is that the advance is then RPM dependent, with two curves available with a vacuum switch or other input used to jump between curves. That means no vacuum advance as we usually think of it. (Imagine running mechanical advance only and that's about what the kit does.)

So, is there anything that will allow me to convert away from the stock distributor to something more ordinary? Swap vacuum advane units with something else? What do others do for multiple carbs or for injection or different carbs that have no venturi signal?

Thanks!

Ed

All I've got is a 170, 200 & 300. I haven't had the chance to get my hands on any of the older ford I6s. I like the duraspark II system & was thinking a while back that it would be interesting to see if you could take parts from one (or both) of the later OHV (200/250, 300) distributors & make a conversion for the earlier I6s (226/254, 215/223/262)? I think someone told me that the 262 & 300 dizzys may be interchangeable? This is just a thought. This way you could use easily purchased parts. I've always liked using off the shelf parts for performance.
Edwin

I converted an early '80s 300 distributor for use in my 1963 223. The only stumbling blocks were that the gears are different, and the oil pump drive shaft diameter and length are too big.

First, I had to do have the 223 distributor gear bored to fit the 300's distributor shaft. I also had a larger roll pin installed at the same time.

Second, I installed an oil pump for a 1964 223. That was the year that they changed the diameter of the hexagonal oil pump drive shaft from 1/4" to 5/16", which the 300 used. I think the Melling part number for that pump is M67A, whereas the pre-64 pumps are M67. I guess I could have had the hex shaft machined down to 1/4", but my thinking was that they went to a 5/16" shaft for a reason.

Lastly, I trimmed 3/4" off of the end of the oil pump drive shaft to match the engagement depth of the old 223 distributor.

Haven't had it running yet, but I expect no troubles. Now, I've got vaccum and centrifugal advance, not to mention an electronic distributor, all for about $50 in parts and $50 in machine work.

Jim Kozisek
JimKoz(at)ComCast(dot)Net

I also used a Duraspark system that i converted to use on Chevy 216-235-261 engines.I used a early 1980s AMC 258 Motorcraft distributor by machining the housing and shaft to work in a Chevy 6.I am using a 2 piece dist.cap off of a 200 Ford 6. I turned the AMC dist.shaft down to half inch outside dia.so i could use a Chevy alum/bronze dist.drive gear on it.
EvilDr235