That's the Bosch Electronic Distributor, they are pretty good ones. I think those Cross Flow Short Blocks still used the smaller Distributor Pilot Hole like the 1960 to 1964 USA Ford Six's 144, 170's did.
From what I read that is true. Its like .48-ish and we need .515" i believe from 66mustang's post.That's the Bosch Electronic Distributor, they are pretty good ones. I think those Cross Flow Short Blocks still used the smaller Distributor Pilot Hole like the 1960 to 1964 USA Ford Six's 144, 170's did.
Is the factory dizzy Hall Effect or Magnetic pickup?Would it be wiser to modify the factory dizzy for the coil near plug, or use the modified hyperspark?
I cannot find that information yet. i found an old thread, heres a post from xcatsy:Is the factory dizzy Hall Effect or Magnetic pickup?
No, I cut one joint and tightened it up a bit to get above the steering centre link, easy.Diego haha. I haven't heard that one in a bit.
Ok, I'll start looking intot he 4bbl manifolds and look at running the terminator throttle body with it.
I was debating using a DSII unit with the reluctor wheel wiped like pmuller suggested. If the Hyperspark worked with this I'd try that since my monye
By modify, do you mean beat in with a hammer? haha
Not worth the extra cost over pacemakers, but it will depend on what is easiest to get for you.Whats the thought on these headers compared to those pacemakers
Ford Crossflow alloy head & 3.9 4.0 OHC big bore headers AS0429-16 | Aussiespeed Street & Racing Products Australia
The new head plate will allow for fitment of both 250 crossflow plus EA to AU SOHC Ford engines when using crossflow engine mounts, Wont fit with large E series mounts. The pipes are supplied in 2 piece for easy removal of either the 3 front or 3 rear pipes. Pipe length vary betweenwww.aussiespeedshop.com
You will not get 95% VE ever, especially not at 6500rpm, so you wont need anything like that much airflow. I'm running 200ci, up to 18psi with a LPG mixer rated at 425cfm, its got a 65mm throttle plate, its never shown to be small. One thing to consider is that the blower will have a high DP across it than the cfm rating test pressure the is used for carbies. I would say if you want power to 6500rpm, (you wont need to rev it that hard 5500 will be enough) then you would need about 650cfm rated "carby".The motor CFM at 6500 with a 95% VE is.
(250/2 x 6500 x .95)/1728 = 447 cfm.
The supercharger increases air density not engine air flow volume.
The airflow into the supercharger is the engine airflow x the superchargers pressure ratio.
The pressure ratio at 14.7 psi at sea level would be 2.
447 x 2 = 894 cfm going into the inlet of the supercharger.
The throttle body has to go on the inlet of a positive displacement supercharger or else you have no control over supercharger airflow or boost.
That is the common Australian made Bosch electronic system, they still used the vacuum advance and centrifugal with weights etc. I run with the vacuum advance removed and NO centrifugal advance. These are quite cheap and generally considered very reliable. I run LPG (propane) at 9:1 cr and do not have any issues with missfire etc. There is an excellent Australian made ignition form ICE, lots of people use them, they are considerably dearer than the bosch. https://www.iceignition.com/I never seen this before. This is the xflow distributor
Ryan your in luck. Look what I found. A cam angle sensor. Just need to check fitment. Should work with any ECU.Would it be wiser to modify the factory dizzy for the coil near plug, or use the modified hyperspark?
From what I read that is true. Its like .48-ish and we need .515" i believe from 66mustang's post.
Nice to hear from you. Enjoying that 2V from Cesar?
Let me correct myself. I meant to say it's a good option.Just curious, of all the suitable options out there, why would he "need to use" the Holley kit?