I want to upgrade the pitiful load-o-matic dizzy on my falcon to a duraspark or a points system that has a mechanical and vacuum advance. The 144 in my 62 falcon has a 1/4" oil pump shaft. The durasparks have a 5/16" oil pump shaft. What I would like to do is put in a oil pump from a later falcon with the larger shaft so I can run the dizzy. My only concern is clearance issues in the oil pan. Autozone has a melling pump for my car, model m65 For a 66 falcon 170ci they have a m65-b listed. This pump is longer, however, the oil pans for both cars have the same part number. I would think it could just bolt in without any clearance issues. Is my theory flawed? This is my daily driver, so I don't want to find out it won't work halfway through Also, does anyone know if the bolt spacing would be the same? I was going to contact melling for the dimension. And the last concern would be finding the appropriately sized shaft. Does anyone offer a variety of shaft lengths. Thanks in advance for any and all input
it should bolt up and clear,i believe the 144-170-200 are all interchangeable . its the 240ci-300 that is different
get the pump, shaft, and distributor listed for an '82 Mustang 200; get the pickup screen listed for the 144. easiest mechanical upgrade there is for the 144. Like Mcnally says, 144-170-200 share just about everything important. wish smallblock Fords did that as well.
giovanni, did you ever make the swap on your 62 144 to a 82 mustang distributor? Just wondered how it turned out. I'm about to change my oil pump and distributor so I thought a I may try this upgrade.
I am right up against this same issue with my '60, as well. It appears that the 144 specific (1/4" shaft) distributor from Davis Unified Ignition may have been discontinued. Summit is searching for one for me now. Anybody know if I could just have my machinist mill down the pump-end of a 5/16" shaft to 1/4", to cheat my way around this?
are you just trying to find a stock distributor for an early 144? we where discussing swapping the distributor for a 1982 mustang centrifugal type distributor. you know anything about that?
62 rebel- which 144 oil pick up goes with this 82 mustang distributor swap the 1960-62 or the 1963-70's type this is for a 1962 comet, the oil pump and screen changed in 1963?
Go to www.fordsix.com and do a search. In addition to the drive shaft, the distributor shaft size increased in 1965 so a later distributor won't drop into an early block. In order to get the later distributor to fit, you either have to bore the opening in the block or turn the end of distributor down (probably the best option). The pumps will physically interchange. Should be no issues in the sump or with the pickup. You need a 5/16" hex shaft the same length as the old one.
I remember someone on the Fordsix forum contemplating modifying the block to accept the later dizzy but do'nt know if he ever attempted it. Have you tried Mike at Cl***ic Inlines? I was on their site last week and the 1/4" DUI was still listed. Even if summit can't get one he may have one on the self. http://www.cl***icinlines.com/
gimpyshotrods, my mistake , i see you are trying to find a 1/4" distributor with centrifugal. please let me know if you have any luck
On my last visit to that site, the option to chose one for an early 144-170 (1/4" drive), had been removed. It still appears in the DUI-EFI section, modified for EFI use, but not in the "conventional" section. It was in the Google cached copy of the site. I will give a call. My Load-o-Matic is working, but not so well. A the original carb is going away, but not before the distributor.
Reviving an old thread. Did anyone end up running the DSII distributor in the 144 with the 200 oil pump? Is the cam gear for the 200 the same as the 144? I'm planning to head to Autozone soon to compare the original distributor to the DSII for the 200 and verify the cam gear meshes and measure the dizzy shaft size.
Here is a picture showing the stock 144/170/200 dizzy next to a 200 duraspark II dizzy. Notice the shaft difference in size. I plan to either turn down the distributor end or bore the block bushing to fit.
I realize I'm the only one replying to this thread at this point, but I figured I'd share this info because it is not common knowledge. The new gear appeared to be a cast iron or steel whereas the old appeared to be hardened machined steel. I contacted A1 Cardone to ask about the material they use for their gears. Their response was hardened steel. I did not entirely trust their claim it was hardened so I conducted a hardness test of the old dizzy gear vs the new. Old (3 plcs): 48.4, 50.7, 48.9 New (3 plcs): 48.1, 55.2, 36.5 The new distributor gear has a broad spread of hardness measurements, which typically indicates and softer, cast material. In this case, it may be good that the dizzy gear fails before the cam gear, but considering the broad range of hardnesses found, I'm skeptical to run a poor quality gear. Full disclosure, dizzy gears between the early 144/170 and later 200's do match. Same OD and helix angle. However the web thickness on the replacement is .01" less than the original at the base of the tooth.
The Load-O-****matic had to push the points open using the hex on the shaft. The DSII distributor shaft is not driving anything. It has no load, other than bushing drag. So long as the gear is lubricated, there should not be an issue with a little reduction in hardness. I would not worry about it. 99.999% of people would not think to, or have the ability to check anyway.
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