351w que
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351w que
i am planning on putting an early to mid 80's 351w in a 66 f100 so it will be completely emissions exempt. My question is what smog type stuff do i NEED to keep? i want it to be a simple engine with as little modern bs as possible. i dont want it to be computer controlled or anything like that.
Tanks, Seth.
Tanks, Seth.
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so other than the pcv system i can basically just run a bare motor except for like the obvious ignition stuff? i want the engine bay when its completed to look like the motor was put there by the factory then upgraded later. that and i have an 83 bronco with a 351w in it and there is all kinds of confusing vacuum lines and stuff everywhere. (dont worry im not touchin the bronco with this project it will be a totally different motor.) thanks so far.
Laughing Gas
Joined: Feb 2010
Posts: 781
Likes: 8
From: Sanford, NC
I built a 1970 vintage 351W for my 1981 F100. It has none of the smog stuff except for
the PCV. It has been balanced and clearanced, it runs mildly ported 1970 351W heads
that have had harden valve seats installed. The cam is a hydraulic Ford Motorsport
grind. The intake is an Eldebrock performer with a midly modified Holley 4180 carb.
The iginition is a Ford Duraspark unit custom curved by Performance distributors with a
MSD 6A box. The exhaust is four tube headers with dual exhausts and a Dynamax Ultra
Flo X muffler. The trans is a AOD and a 3.70 9 inch rear with a Auburn Pro LS. The
engine comparment is clean looking sort of like a late 1960s perfomance engine bay
and the truck runs good and is fun to drive. If you are not worried about smog laws
the sky is the limit on what you can do engine wise.
the PCV. It has been balanced and clearanced, it runs mildly ported 1970 351W heads
that have had harden valve seats installed. The cam is a hydraulic Ford Motorsport
grind. The intake is an Eldebrock performer with a midly modified Holley 4180 carb.
The iginition is a Ford Duraspark unit custom curved by Performance distributors with a
MSD 6A box. The exhaust is four tube headers with dual exhausts and a Dynamax Ultra
Flo X muffler. The trans is a AOD and a 3.70 9 inch rear with a Auburn Pro LS. The
engine comparment is clean looking sort of like a late 1960s perfomance engine bay
and the truck runs good and is fun to drive. If you are not worried about smog laws
the sky is the limit on what you can do engine wise.
Postmaster
Joined: Mar 2005
Posts: 2,949
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From: Earth
You don't need Duraspark if you're running points, or swapping your points for a Pertronix set-up.
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From: Tucson, AZ
+1 on Conan's post..
at the minimum, i would run the duraspark. the duraspark ignition was stock ford ignition module for a long time and is still quality stuff. also quite easy to find in salvage yards or any parts store. i think i have two laying around collecting dust. The duraspark should not be too difficult to wire. if you want to spend a few extra bucks, get a MSD 6al or something similar.
best of luck, claude
at the minimum, i would run the duraspark. the duraspark ignition was stock ford ignition module for a long time and is still quality stuff. also quite easy to find in salvage yards or any parts store. i think i have two laying around collecting dust. The duraspark should not be too difficult to wire. if you want to spend a few extra bucks, get a MSD 6al or something similar.
best of luck, claude
Hotshot
Joined: May 2004
Posts: 12,170
Likes: 5
From: The hills of No. Calif.
I'll put in another plug for the Duraspark...it's a good system and pretty easy to wire up, a good improvement over points as it eliminates the need for the constant maintenance that points require. It's easy to find a complete setup in the wrecking yards as they were used on Ford products from the mid-'70s to the early '80s. You can get the distributor, wiring harness, coil and control module off of pretty much anything with a 351W from those years, or don't get the coil but instead grab one off of a later vehicle with the TFI ignition for an even hotter spark.
The weak link is the control module, though it's easy enough to carry a spare there are also some simple conversions you can do to run an aftermarket module. And wiring diagrams for the conversion abound on the Internet...I think I may even have one in my gallery.
The weak link is the control module, though it's easy enough to carry a spare there are also some simple conversions you can do to run an aftermarket module. And wiring diagrams for the conversion abound on the Internet...I think I may even have one in my gallery.
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Junior User
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Okay thank you very much to all of you guys for all of the information. i was browsing the internet looking at ignition options and i came across the Performance Distributers D.U.I. ignition setup and i like how potent it is and the fact that its only one wire. my question is has anybody used it and if so how do you like it?
Hotshot
Joined: May 2004
Posts: 12,170
Likes: 5
From: The hills of No. Calif.
Lots of folks have used it and report good results with it. Some folks here don't like it simply because it's basically a Chevy HEI ignition adapted to fit a Ford, and also because it's bulky and can get in the way of some air cleaners. Me, I like things cheap and am willing to do little more work to save some bucks which is a lot of why I like the Duraspark setup.
Lead Driver
Joined: Sep 2003
Posts: 7,015
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From: SoCal
I know this has been covered before, but what years of distributors have the steel gear? I guess it would be the models with the roller lifters, but I don't remember what years those were. If they don't match, the steel gear will eat away at the non-steel gear in pretty short order.
Laughing Gas
Joined: Feb 2010
Posts: 781
Likes: 8
From: Sanford, NC
I didn't use Performance distributor's DUI setup, I got one of their Duraspark distributors
that they custom curved for my application based on the info I gave to them. I used an
MSD 6A because I have had good experience with using them in the past and because
of the age of the ignition that came on my truck. As another poster noted, the weak
link in the Duraspark system is the module. That is another reason I went with the MSD
6A. It eliminated the need for the module and an MSD adapter pluged it right into my
distributor. I also used an MSD coil and it runs great. The only thing I had to do extra
was to get and install an MSD tach adapter in order to hookup my aftermarket VDO tach.
It works well as advertised. I don't know what you might have to do to get a factory
tach to work with it. I suspose the MSD tach adapter would work there too but I have
no experience with the a factory tach in this situation.
that they custom curved for my application based on the info I gave to them. I used an
MSD 6A because I have had good experience with using them in the past and because
of the age of the ignition that came on my truck. As another poster noted, the weak
link in the Duraspark system is the module. That is another reason I went with the MSD
6A. It eliminated the need for the module and an MSD adapter pluged it right into my
distributor. I also used an MSD coil and it runs great. The only thing I had to do extra
was to get and install an MSD tach adapter in order to hookup my aftermarket VDO tach.
It works well as advertised. I don't know what you might have to do to get a factory
tach to work with it. I suspose the MSD tach adapter would work there too but I have
no experience with the a factory tach in this situation.
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Tigerdan, thanks for all of the imput. i definitely agree on the cheap thing but i am also into having as few pats as possible which is why i am putting some serious consideration into the dui. that and it also seems to be really consistent. if cost was absolutely no concern what type setup would you use? im just tryin to get everyones outlook on all of my choices before i blow a few hundred bucks. also what exactly is a pcv setup? im not very schooled on external motor items at this point and i want to make sure i get everything right when i build my truck. once again thank you very much to all of you that have given me advice so far it is very very mutch appreciated. 