It was always easy to get a point ignition to fire. The trick was to make them last. Align , polish , remove distributor to clean the ground path , check engine ground. Used to use nothing but Blue Streak or Napa distributor parts and used a copper paste on all connections including under the point frame. 😎
I like your clean looking old Sun machine. This reminds me of the Mallory distributor that I had on my 53 Ford F-100 panel delivery truck, Mallory # 25042, good for Fords with the flat V-8 from 49-53. Mallory used to be in Reno, NV and you could phone the tech for advice. They recommended that the points be set at .021" instead of the stock .015", total dwell 35 degrees. The truck really ran better with dual carbs on a Sharp manifold with headers, so everything was dual: points, carbs, pipes. Sold it two years ago for the much nicer riding 66 F-100 with the twin I suspension. It has a Mustang HO 302 with an AOD trans and tru trac 9" rear, the one that had the same leaky right rear wheel seal as yours.
Thanks for watching. I called mallory about this distributor and it wasn't listed in their books so I'm lost as to where it came from. I have a 1953 8RT thats going in a project soon. Great engines.
@@kennethdavis9987 It would take the same Mallory distributor as mentioned above. I put it in about 30 years ago, if still available. You need to add the gear below too. I do have an original Ford distributor that has a dual points kit added if you want that. It worked well before I bought the Mallory. There are two different Ford distributors, one that has a little tail below the gear and one that doesn't. I think the later engine has the tail (to oil pump??). That's the one I have still.
Mallory did make quite a number of performance aftermarket distributors for all kinds of engines including the 144-250 Ford "small" six. If memory serves correct, they even had a magneto for the six cylinder. I could be wrong, but judging from the cap spring clips and the way they are mounted on yours, I'd reckon it's a later YL-series one. The same housing was later used from 1975-up for Mallory's dreaded "unilite" series, which was offered alongside the tried-and-proven dual point distributors. And yes, gathering info on these is quite a time consuming task. The vintage catalogues have all but disappeared; old car mags from the 60's/70's are a good source, though.
Are you sure that is correct? Wasted spark? I always was under the impression that in a traditional OEM dual point ie. Prestolite , the 2 offset points created a very small OPEN trigger duration during their open overlap (just 4-5 degrees) and that allowed the closed time to be longer, giving the coil a longer charge time. 2 distinct open events that close together seems counterproductive and eats into the charge time the coil gets when there is continuity. That wasted spark is wasted coil charge time. One set of points cannot create the short 4-5 degrees of trigger duration without a very small gap and very short gap life, so they created the dual point (not to be confused with the Mallory double life design) to get the open duration very short, increasing the charge time the coil gets for better saturation.
What he said 👆didn’t much care for his point file either. Used to use a piece of 600 if I had it or just a match book cover rubbed under pressure would polish them nicely.
@68pishta68, yes I was also baffled by that comment at 11:00 about wasted spark and I agree with your description. It was hard to see with his hand in the way to see what the points were doing at that time to confirm. My impression is also that certain dual point setups, typically, one point set opens before the other set but, the first set begins to close as the second set is opening. That would yield one fire per cam lobe (each 1/6 revolution in this case for a six cylinder) right? It would be just a narrower coil off time because of the spread of the two sets of points. I think it was possibly a misspeak? Now, I think some dual point distributors work different. For example, in an 8 cylinder application, with 4 lobes in the distributor, that will give you half the time each set of points open in a nut shell. That is not the case here.
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This video is excellent. Makes me wish I kept some of my old SUN machines. This 506 is an extremely useful machine
That old sun tool is great
That's cool.. iv never used a distributor machine. Kenny keep this channel up bud
It was always easy to get a point ignition to fire. The trick was to make them last. Align , polish , remove distributor to clean the ground path , check engine ground. Used to use nothing but Blue Streak or Napa distributor parts and used a copper paste on all connections including under the point frame. 😎
I like your clean looking old Sun machine. This reminds me of the Mallory distributor that I had on my 53 Ford F-100 panel delivery truck, Mallory # 25042, good for Fords with the flat V-8 from 49-53. Mallory used to be in Reno, NV and you could phone the tech for advice. They recommended that the points be set at .021" instead of the stock .015", total dwell 35 degrees. The truck really ran better with dual carbs on a Sharp manifold with headers, so everything was dual: points, carbs, pipes. Sold it two years ago for the much nicer riding 66 F-100 with the twin I suspension. It has a Mustang HO 302 with an AOD trans and tru trac 9" rear, the one that had the same leaky right rear wheel seal as yours.
Thanks for watching. I called mallory about this distributor and it wasn't listed in their books so I'm lost as to where it came from. I have a 1953 8RT thats going in a project soon. Great engines.
@@kennethdavis9987 It would take the same Mallory distributor as mentioned above. I put it in about 30 years ago, if still available. You need to add the gear below too. I do have an original Ford distributor that has a dual points kit added if you want that. It worked well before I bought the Mallory. There are two different Ford distributors, one that has a little tail below the gear and one that doesn't. I think the later engine has the tail (to oil pump??). That's the one I have still.
That is a YL series Mallory distributor.
Replacement points part number-- MY201XP
Mallory did make quite a number of performance aftermarket distributors for all kinds of engines including the 144-250 Ford "small" six. If memory serves correct, they even had a magneto for the six cylinder.
I could be wrong, but judging from the cap spring clips and the way they are mounted on yours, I'd reckon it's a later YL-series one. The same housing was later used from 1975-up for Mallory's dreaded "unilite" series, which was offered alongside the tried-and-proven dual point distributors.
And yes, gathering info on these is quite a time consuming task. The vintage catalogues have all but disappeared; old car mags from the 60's/70's are a good source, though.
Will an older Mallory Hyfire lV 697 ignition box hooked up to a dual point Mallory distributor improve the performance on a mild SBC?
Hey i have a 76 cu engine with daul points i need it re done i cant get my motor started
Are you sure that is correct? Wasted spark? I always was under the impression that in a traditional OEM dual point ie. Prestolite , the 2 offset points created a very small OPEN trigger duration during their open overlap (just 4-5 degrees) and that allowed the closed time to be longer, giving the coil a longer charge time. 2 distinct open events that close together seems counterproductive and eats into the charge time the coil gets when there is continuity. That wasted spark is wasted coil charge time. One set of points cannot create the short 4-5 degrees of trigger duration without a very small gap and very short gap life, so they created the dual point (not to be confused with the Mallory double life design) to get the open duration very short, increasing the charge time the coil gets for better saturation.
Right, it's for increased dwell time.
What he said 👆didn’t much care for his point file either. Used to use a piece of 600 if I had it or just a match book cover rubbed under pressure would polish them nicely.
@68pishta68, yes I was also baffled by that comment at 11:00 about wasted spark and I agree with your description. It was hard to see with his hand in the way to see what the points were doing at that time to confirm. My impression is also that certain dual point setups, typically, one point set opens before the other set but, the first set begins to close as the second set is opening. That would yield one fire per cam lobe (each 1/6 revolution in this case for a six cylinder) right? It would be just a narrower coil off time because of the spread of the two sets of points. I think it was possibly a misspeak? Now, I think some dual point distributors work different. For example, in an 8 cylinder application, with 4 lobes in the distributor, that will give you half the time each set of points open in a nut shell. That is not the case here.