Howdy all
I recently converted my 65 F100 with a 352, to electronic ingnition, donated by a 1976 F100 with a 360. All in all in runs good. I set the timing as per 65 specs at 6 degrees and am still running the old plugs set at .035 gap. I get a little pop when I hit the throttle fast but under normal conditions and acceleration it doesn't spit back.
Has anyone out there performed the same type ignition swap and if so got any pointers that will help fine tune this thing.

Once I have the ignition mastered I am planning a disc brake conversion from a 76 F100

Thanks

Jon

 

What do you mean by "pop"? Like a ping under full throttle when its lugging? Or a backfire? I am no guru of V8 engines, so I will shut up, but you will need to clarify the above first.

Your gaps really are meaningless in terms of timing issues, but they will help you take advantage of your hotter spark to get better fuel ecomony and performance.

 

Sorry.
By pop I mean a spit back or back fire when you first hit the gas just setting in the drive way not driving down the road...Haven't been that brave yet..

Thanks
Jon

 

Open up your plug gap to .042 -.046"

A lean intake condition due to insufficient throttle pump shot will cause the engine to backfire. What type of carb are you running? IMO a double pumper is harder to tune than a vac secondary setup.

Have you put a vacuum gage on the engine to adjust the carb, check for leaks, and check the valves?

 

Unfortunately, don't have the manual available at this time to confirm. Converted to electronic ign., went w/ the Duraspark ll on my 65 w/ 390. If recall spec's called for 12 degress with greater .042 to .046. Also have another 65 w/ 302 with Duraspark ll and have to run advanced w/ larger point gap.

dave

 

ive done this same swap on several fords from 300's to 460's if ya use the specs for the 360 timing gap ect. you'll be fine plus i use platnum plugs too check the carb setting also. get a vacum gauge they very helpful tool

 

I agree with above, open the plug gap up to the Breakerless Specs .042-.046 and run the ignition initieal lead at 360 CID FE engine 12* setting.

I'd also reccomend that you make sure to use a good set of magnetic suppression Plug
wires too. I don't know about aftermarket breakerless systems, but a Duraspark Set Up dialed in right will get you 50K miles on a good set of platnum tip, single electrode Autolite Plugs, at least mine do, and my EFIs running EEC IV get me 100K. . .

FBp

 

FBp

I am going to take my Duraspark a little higher. I am going to replace the old can coil with a TFI coil as soon as I can go to a salvage and get a coil holder to mount the TFI coil. The only other change will be to replace the 6v resistance wire with a 12 v straight thru to the coil upgrading the run volts to 12. I have already cooked a new stock coil and this should eliminate that scenario.
How many holes are there in this plan. I understand this ups your coil voltage about 8k volts and is even more reliable than the Duraspark which are darn good.
Thanks
Oldtrapper

 

Gentlemen Thanks for all of your input. I know what I will be doing this weekend besides replacing the power steering pump in my sons 89 towncar. I am gonna try all the advice given since this conversion is the first one I have done.

In answer to some of you questions I am running a Motorcraft four barrel with vacuum secondary, I still have the plugs from the point distributor and I have installed a new set of 6.5 Motorcraft wires.

So again thanks for all of your input and great advice. Keep it coming..

Thanks

Jon

 

OT,
I don't see any holes in the plan, just remember to make sure you've a hot lead when
engine is cranking over with the starter.
I understand in EFI system with E-PROM running TFI Ignition, using EEC IV logic in the ECM, A TFI Coil can "max peak" at near 76Kv on demand for a short while, but it also drops to 1.2Kv @ no demand. Once again it's a matter of Balance, Control & variability.

I think it's a great plan that 8Kv is rise over standard Coil Vlotage RIght?

TFI coil will be stand alone, not part of an EFI program, nor with TFI Distribuitor, right?

I wish I could figure a way to run a TFI DIstribuitor without the rest of the system instead of Centrifigul Mechanical & Vacuum assist Advance. But it takes a TPS, O2 & MAP or BAP X AF sensor and the E-PROM from the ECM. Too much for such a small gain IMHO. . . .

FBp

 

Right on both counts. It should work fine with the Duraspark II module and will be a stand alone system. It should be at least an 8k increase over the regular can coil and be not as suspectable to overheating. You have to be sure to get the polarity right as well as make good ground connections. I am using new dist cap w/brass connections, gapping plugs about .44 and one must be sure and use the correct coil wire . The beauty is rock solid unit that will perform on a pretty good warmed up engine as good as using some expensive aftermarket system. Ford does get lots of things right and the tfi system is pretty darn good and underrated by lots of fellows.
Thanks for the comeback. I figure if I needed straightening out you could help me. I've been doing lots of ameteur body sanding on the old beast in order to get a little color on the outside.
Thanks again.
Trapper

 

"OT"
FWIW, I do run ,my slick @ the local NHRA 1/4 and it's mostly "script" stuff. I run a 385 series (460 CID) & lots of other trix & combos. I'm not breaking any records but it does break some hearts. Nobody likes to lose to an ol' Pick Up truck that drives to & from the venue. Especially the blow tie fans who trailer there with big money in their "BB" powered chevelles & stuff.
When they come around and see a box stock looking 460, cast iron intake & exhaust manifolds and Duraspark II, "blue stripe", all, they get "wrinkled" emotions. . . .Oh Well,

Trapper, as you point out "Henry" does get a lot of things right. Even if "Henry" gets something wrong, usually a good tweak & dialing in gets it right.

Right now I'm struggling to get MAFS/ EFI system up for 385s, as stand alone, add on alternative to big bore commode like carbs that can't run as well as even the CFI version of EFIs in the 80s. In terms or Fluid Dynamic function carbs shouldn't work as well as they do.

FoMoCo has persisted in making the "truck" version of EFI Speed Density & Bank Fired Sequencing. I don't see the logic behind that & I know Mass Air Flow Sensing is far superior to Speed Density, especially when it comes to sequential firing opposed to bank firing. . . . but what do I know huh? I'm just a 19 year old kid with 46 years of experience at being 19 so I'm still learning,
........... Doncha See?

I am supposed to wind up with another "Slick" here soon from a trade for some 79 F100 body parts parts. I believe I'm gonna whack about 3-1/2 inches out of top. So I'll be doing some bodywork myself, if deal goes down.

Good luck on your Ign Upgrade, I think you'll be pleased with the results.

FBp

PS

Thanks for the "flowers" trapper. I appreciate the good words. FBp