I've read the archives on MSD ignition set-up, and I have to ask again.... I'm an aircraft mechanic in a perpetual state of learning, and I thought I'd ask those that have/are using MSD ingition systems, specifically what your set-up is, and what are any drawbacks. I have been looking at the MSD6A, with the Pro-billet distributer, blaster coil (40,000 volts), an inductance isolator for the radio, and the harness. I'll be putting it into a freshly rebuilt 351W in a 1986 F150 Supercab. I'm running the 4 bbl HO carb (I NEVER pass emissions), and if there is any money left over, I'll look into doing something with the exhaust.

I picked up a used Holley throttle body fuel injector, 350cf, but I've decided it's not worth the effort. I've heard there have been many migraines sprung from this pursuit. Again, what are your thoughts. I'd even talked it over with some rodders about finding another 1986 351W equipped with EFI, and stealing the whole shabang for my truck. Again, concensus was it isn't worth the hassle.
So, I'm satisfied with the reports on MSD, and have decided to run the whole set-up, distributor and all. Don't need the rev-limiter, etc. Just the basics in high power whup-*** light'em up sparkage.
Thanks for your time,
Kevin

 

I run the MSD 6A, Blaster coil, and an adjustable timing control. I love the setup. I wish I had the MSD distributor also. MSD has four distributors for the 351W. One is there stock unit without any vacuum advance, one is the pro-billet (which I believe is the same as the stock without the vacuum advance, but has two leads to run off of two ignition modules), one is a drop in vacuum advance unit that has a self-contained ignition module, and finally the vacuum advance model that requires you to run an MSD ignition module. MSD makes great (but expensive) distributors and that will be a near future purchase for me! Get one of the vacuum advance units for best running and performance on the street.

'82 F150 2WD w/351W (orig 300 I6)
Slik

 

Thanks for response. I noticed you've had some good replies in the past.
I've read the brochures, done my homework, and I think with the help of some 401 loanage, I will make this rebuild and install a thing of the past this month. Question: What do you think the performance difference is between their billet and Pro-billet distributor, which coil would you pick and why did you go with the 6a module when the 6t module has better vibration isolation for our trucks? How long have you run the 6a, and have you had any problem with the vibration issue?

Also- The local rodders talked me out of considering a fuel injected system for the 4bl HO I now have. Have you come accross an easy, legal and financially obtainable alternative to the gas-guzzling, emissions busting carb?
Thanks-
Kevin

 

>Question: What do you think the performance difference is between their billet and Pro-billet distributor<

The billet is probably a little more performance oriented. It does not have the vacuum advance and has a wide cap to help prevent crossfire. However, it also has a spring loaded hold-down on the cap which I think is inferior to the screw down caps.

The Ford Street Pro-Billet is the one that I am going to get after recommendations from MSD. The disadvantages are the smaller cap that is colored black (red is prettier).

>which coil would you pick<

I feel that you want to go with the highest voltage coil available, but there are limits to the usefulness of the higher voltages, I think you could get some useful input from the MSD folks on this one. You can also get a high vibration Blaster coil and I wasn't aware at the time, but I probably would have investigated the Blaster HVC coil.

>why did you go with the 6a module when the 6t module has better vibration isolation for our trucks?<

Mostly cost and I didn't see an advantage to the 6T. I only drive street but if I did off roading, I would have considered the 6T.

>How long have you run the 6a, and have you had any problem with the vibration issue?<

I've got 7,000 miles on the new engine and 6A and haven't had a problem. I had a knock under load when the engine approached 190 degrees, but that went away when my distributor died (Motorcraft) and I replaced it with a new one.

>Have you come accross an easy, legal and financially obtainable alternative to the gas-guzzling, emissions busting carb?<

Actually, I like my carb. If you want to maximize HP and get really wild, you need a carb. But, I understand a carb better than the FI stuff, and I get a respectable 13-15 on the highway and I am totally smog legal. The Edelbrock 600 cfm w/electric choke is easy to dial in and to change.






'82 F150 2WD w/351W (orig 300 I6)
Slik

 

OK... Thanks! Now I need to talk to MSD and make an order. I'll let you know how it turns out. I feel a lot better about putting down the money after talking to those who "been there, done that". Thanks again,

Kevin

 

 

Hey, if you're patient the factory F.I. from an '87 or later 351 is an awesome alternative to the carb. As long as you keep a stock or "mild" cam in there it works well. I get 17 mpg from mine ( I do run a dual exhaust with twin O2 sensors and a mustang HO computer.) The acceleration is excellent. As for MSD ignitions, thats something I don't know about. F.I. seems difficult at first but once you read a few books on the subject its as easy as a carb. I understand F.I. better now than I ever did about carbs.