GEAR INFORMATION
The Pro-Billet PN 8451, PN 8452, PN 8455 and PN 8456 Distributors are designed as a direct replacement for Ford EFI High Output engines and are equipped with a steel gear for the hydraulic roller camshaft. The PN 8453 model is a replacement for 351W engines with a TFI Ignition module and is supplied with an iron gear (non-roller camshaft).
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REMOVING THE ORIGINAL DISTRIBUTOR 1. If the vehicle has a manual transmission, place the gearshift in neutral and chock the wheels. This prevents the crankshaft from being accidentally turned and the distributor mounting reference lost, if someone pushes or leans against the vehicle. Automatic transmissions should be placed in “Park”.
2. Disconnect the ground cable from the battery.
3. Remove or relocate the engine parts, such as air cleaners, that block access to the distributor.
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Disassembly
1. Remove the differential case (4204). For additional information, refer to Differential Case in this section.
2. NOTE: The differential bearings (4221) need not be removed to overhaul the Ford limited slip differential. If bearing removal is required, use the special tool 205-D072 (D97L-4221-A) and special tool 205–D019 (D80L-630–8) for differential case bearings.
NOTE: The anti-lock speed sensor ring cannot be reused once removed. Remove the differential pinion shaft lock bolt and remove the differential pinion shaft (4211). If required, remove the differential ring gear and anti-lock speed sensor ring.
3. Install the special tool in a suitable vise.
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Before installing the MSD Digital E-Curve Distributor, disconnect the battery cables. When disconnecting the battery cables, always remove the Negative (-) cable first and install it last.
The terminals of this Digital E-Curve Distributor require spark plug style terminals. You may need to change the terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that are supplied with nine boots and terminals.
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Vehicles application: Chevrolet P-30 & GMC P-3500
The axle has a banjo-type housing with a removeable carrier. The drive pinion is straddle mounted on removeable carrier. There is no adjustment for drive pinion depth or bearing preload. The preload on the differential side bearings is set by adjusting nuts on which the bearing cups rest. The differential has a two-piece case and four differential pinion gears.
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The terminals of this Ready-to-Run Distributor require spark plug style terminals. You may need to change the terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that are supplied with nine boots and terminals.
Note: If the gear is ever replaced, MSD Gear (PN 8531) is required for replacement due to the .500″ diameter shaft.
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Note: An MSD Ignition Control is required to use these distributors. WARNING: Before installing the MSD Distributor, disconnect the battery cables. When disconnecting the battery cables, always remove the Negative (-) cable first and install it last. Note: The terminals of this Distributor require spark plug style terminals. You may need to change the terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that are supplied with nine boots and terminals.
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A Buick V6 has 11:1 compression, a high energy ignition and turns 5,000 rpm. With the specifications given, you will have to retard the timing for the high compression, low rpm and high energy ignition. By comparing the engine’s specifications against the chart, a usable timing guideline can be found. Engines with a combination of items from both columns will require a timing that is set in the mid range.
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The terminals of this Distributor require spark plug style terminals. You may need to change the terminals and boots of your wires. MSD offers a kit, PN 8849 that is supplied with nine boots and terminals for this style cap.
TIMING FUNCTIONS
Before continuing with the installation, here are a few definitions you should be aware of:
Initial Timing: This is the base timing (also referred to as idle timing) of the engine before the centrifugal advance begins.
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TIMING FUNCTIONS
Before continuing with the installation, here are a few definitions you should be aware of: Initial Timing: This is the base timing (also referred to as idle timing) of the engine before centrifugal advance begins. Centrifugal Advance: The centrifugal advance mechanism is made up of weights, springs, advance cam, and an advance stop bushing. The amount and rate of advance that your distributor is capable of is determined by the centrifugal timing. If you ever wish to lock out the centrifugal advance, refer to the centrifugal advance section.
Total Timing: This is the total of the initial timing plus the centrifugal advance added together. Example: 10° Initial + 25° centrifugal = 35° Total Timing.
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