For by 64 Ford (Carb 5.0), I bought a Duraspark-I with Red grommet for $30 which is 1/2 the normal price from Rock Auto since it was a dealer closeout item. For the distributor I know I need an 85 Mustang 5.0 with Steel Gear which cost $50 at Autozone. Insted of a reman old distributor, I was thinking about this billet pro small base one which has no va***e advance from Skip White Performance. http://www.skipwhiteperformance.com/detail.aspx?Item=6602-BLUE Can someone please let me know if an after market distributor such as the one from Skip White Performance will work with my Duraspark-I module ? Thanks Waid
I have never seen a red grommet module too,the only other color then blue I ran into was a brown grommet that was on a crank trigger ignition on a 82 f250 with the VV carb.
The red grommet looks to be identical to the blue version and will have to look up about the hotter spark and might be the one I get from now on.
yes the distributer will work with the duraspark in fact the MSD distributers use a duraspark pickup in them
I found some better pictures of this distributor on eBay and this looks like very good quality. I also found the wiring diagram. What is the resistance wire for ? Thanks
Without a vacuum advance you are throwing "cash in the trash" or down the tank. A common problem with low price Duraspark modules was a lack of the cranking retard circuit, which led to many a starter replacement. just sayin Duraspark **X Edit; if you are using an HEI in a Duraspark (or just have an HEI with a hard crank) and you have a high compression or hard to crank this will help. Obtain a EMR Ingition module from a early 80's GM car, I have seen them in 260 Olds powered cars, and I have read about them in Olds 350's in 1980 also. As per Jim Hand, use a GM module, not a garden variety parts store replacement. . This module is a direct replacement for the 4 pin std 990 module, only it has an additional termal marked "R". This terminal when grounded, reduces ignition timing by 10 degrees. High compression engines have problems with starting when the initial ignition is too high. But with this "mod" the module will allow you to start the car with ease (and less abuse to the starter) with the flip of a switch. You can wire a relay off the crank circuit to ground the retard pin while cranking. GM used this with a vacuum switch to at certain times it would pull timing back 10 degrees, or run normally. . You can install this, then increase your initial timing by 5-10 degrees, use the EMR Pin "R" to retard timing at start, and then return to higher timing for cruise. This will now require modifications to the overall mechanical timing curve. As now it is advanced what you cranked up initial base timing, now needs to be removed from the mechanical timing curve. Once removed you will have a much tighter timing spread and have a overall much faster curve and more repsonsive engine. The area under the curve is fuller and will have overall higher combustion efficiency. Hoop
I am little new to carburetor setup ! So the vacuum advance will aid in starting as well. Correct ? Waid
"Red - Duraspark I (California cars 1977, California 302 V8 only, 1978-1979) higher output, considered the module to use back in the '70s and '80s. Does not employ a balast resistor. Senses current flow through the coil & adjusts dwell for maximum spark intensity. Green - early solid state ignition (pre-1977) similar to Duraspark II, but never popular for retrofitting, probably because the Duraspark I was superior. Blue - Duraspark II (49 state 1977, 50 state 1978 and later) Yellow - Duraspark II with "dual mode" (except 1981) White - Duraspark II with "cranking retard" Brown - Duraspark III for computer controlled cars. Yellow - durapsark III (1981) has an extra connector for al***ude compensation on early computer models. <!-- / message --> In 1974, Ford/Mercury began to use breakerless ignition systems. The first of these electronic ignition systems was originally just referred to as the breakerless ignition system, but later, in 1977, it became known as Duraspark. The Duraspark I system, and the next version, Duraspark II were nearly identical in operation, and virtually identical in appearance. The Duraspark I uses a special control module which senses current flow through the ignition coil and adjusts the coil for maximum spark intensity. If the Duraspark I module senses that the ignition is ON, but the distributor shaft is not turning, the current to the coil is turned OFF by the module. The Duraspark II system does not have this feature. The coil is energized for the full amount of time that the ignition switch is ON. Keep this in mind when servicing the Duraspark II system, as the ignition system could inadvertently fire while performing ignition system services (such as distributor cap removal) while the ignition is ON. All Duraspark II systems are easily identified by having a two-piece, flat topped distributor cap. Duraspark I was discontinued after the 1981 model year. In 1980, the new Duraspark III system was introduced. This version is based on the previous systems, but the input signal is controlled by the EEC system, rather than as function of engine timing and distributor armature position. The distributor, rotor, cap, and control module are unique to this system; the spark plugs and plug wires are the same as those used with the Duraspark II system. Although the Duraspark II and III control modules are similar in appearance, they cannot be interchanged. Some 1978 and later engines use a special Duraspark Dual Mode ignition control module. This module is equipped with an al***ude sensor, and an economy modulator. This module, when combined with the additional switches and sensor, varies the base engine timing according to al***ude and engine load conditions. Duraspark Dual Mode ignition control modules can be identified by the three wiring harnesses emerging from the control module. Some 1981 and later Duraspark II systems used with the 5.0L engine are quipped with a Universal Ignition Module (UIM) which includes a run/retard function. The operation of the module is basically the same as the Duraspark Dual Mode module.
All we do with spark timing is like leading a running target. You fire (ignition) so that 95 pct of the charge is burned when the piston starts down. At cruise we are leaner (slow burn) and less dense (lower pressure) so our flame moves much slower. Therefore, like a slower bullet, we need a lot more lead (advance). It's not where you start, it's where you finish!! Hoop
Hey, it took me a lot fewer words to say the same thing, and as my family can tell you, that's a rare occurance!
I will bet getting a distributor with vacuum advance. I found a very good article here: http://www.camaros.org/pdf/timing101.pdf I will be getting a distributor from a 1985 Mustang 5.0 with steel gear for my engine. Since my Red Grommet is California only model, can I use the 1985 Mustang 5.0 Duraspark BLue grommet module in Emergency as all autoparts stock them ? Waid
I used to have a 1977 Olds Omega (Chevy Nova) which had a Carb setup. At one time, I was going to swap to TBI setup. For this I pulled a wireharness, computer, distributor, coil and all for a mid 80's chevy truck which I still have in a box. I just realized after coming accross the link below that I could use the 8-pin HEI that I have already along with the coil with a 85 Mustang Duraspark Distributor. I am going to take apart the TBI distributor and see which 8 pin HEI module I have. http://tc.wagoneer.org/2012/08/gm-tbi-ignition-wiring.html Looks like even the 8-pin HEI module can be used with a carb and with water proof connector is a plus. I need to try this before spending any $. Waid
hoop, As soon as I got home, I went up in my attic and found my TBI box and found computer controlled distributor, a spare 8 pin HEI modules and a HEI coil. I also found the wires/pig tails too. I will have one HEI module in the engine bay and one spare in the glove box ! What do you think ? Waid
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