On 2006-05-22 23:23, dmielhausen wrote:
Hi,
I was looking at your website and noticed that you're running an old style distributor with a roller camshaft, right? If so, what distributor gear and/or distributor did you use?
I have a 1978 Fairmont that I just rebuilt a roller cam (X303) engine. I got a steel gear from a newer distributor to use with the roller cam (cast gear won't work) only to find that the newer distributor shafts are 0.500" and the older style distributors (1978 anyway) have a 0.467" shaft size.
I'm curious if there are particular years of old style 302 distributors that have 0.500" shafts or if I'll have to buy the 0.467" steel gear?
Oh yeah.....why do you have the vacuum advance plugged?
Also, what did you end up doing for your exhaust? The gas tank location really presents a problem for a tailpipe to pass through on the passenger side.
Dan
Hi Dan,
My Zephyr has a 1989 5.0L HO engine that I converted to carb. Im using a 'Duraspark' type dist for a non-EFI 5.0L/302. For compatibility with the 89 engines stock roller cam I installed a steel gear made by Ford Racing M-12390-B:
http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=696
The gear MUST be installed per these instructions:
http://www.fordracingparts.com/download/instructionsheets/FordInstShtM-12390-A.pdf
The 4.031-4.038 dimension for the gear location is critical for proper meshing with the gear on the cam. I did the gear install myself but I had access to a machine shop.
I just dont run vacuum advance. Everyone has an opinion but I feel that vacuum advance does nothing for performance - its mostly for emissions and economy. What I do have is a nice mechanical (centrifugal) advance curve. I run 14 degrees initial with 38 degrees total all in by 3000 RPM. You can custom tailor you mechanical advance curve with the correct selection of distributor components including the slotted advance rotor and weight springs. The springs deterine advance rate and the rotor slot determines total advance.
My exhaust system basically uses all stock 87/93 Mustang LX (straight stainless tips) 5.0L dual exhaust components except that since a Fairmont/Zephyr is ~5 inches longer I needed to add 'extension' pipes between the flow tube outlets and the muffler inlets. I needed to drill some holes in the rear outer frame rails for the tailpipe hangers (mounted them with sheet metal screws. The fit on the passenger side between the tailpipe and the stock F/Z fuel tank is tight - but no tighter than it is on a stock 5.0L Mustang.
You did not ask but FYI I am currently running a Holley 'Red' low pressure carb type electric fuel pump as I did not want to have to install a different front cover and fuel pump eccentric for a mechanical pump. I mounted the electric pump in the engine compartment on the drivers side inner frame rail just adjascent to where the mechanical pump would be on a carbed 5.0L/302. I using the stock fuel supply line to the pump with no problems (6+ years).
Hope this info helps. Im currently getting ready to convert the engine back to EFI.
What body style 78 Fairmont are you building? What trans and rear, etc?
Let me know,
Paul
_________________
1978 Mercury Zephyr 4-dr / Holley 600 vac sec carbed 1989 5.0L HO with Edelbrock Performer intake / MSD-6A / T-5 / 8.8" rear 3.27:1 / Mustang 5.0L brakes, suspension, steering / Dual exhaust / Mustang 10 hole wheels / P225/60R15 Goodyear Eagle TR
<font size=-1>[ This Message was edited by: Paul78Zephyr on 5/24/06 1:18am ]</font>
<font size=-1>[ This Message was edited by: Paul78Zephyr on 5/24/06 1:20am ]</font>
