Gene F
Well-known member
My 1957 Skyliner had developed an intermittent issue with the timing advance. I noticed if I played around with the throttle at highway speeds the temperature gauge readings were different. Although I figured out how to deal with this on the highway, it bothered me when sitting in traffic. I found myself constantly watching the temp gauge. I am pretty serious about changing components, and prefer to change a system out when updating. I had pondered for several years about calling Jegs, and ordering the Accell coil, and electronic ignition upgrade module. However, I could never get a straight answer about operating the unit with a generator (since upgraded to an 10-SI GM alternator), and a ballast resistor. I also was wondering about the mounting direction of the coil. It bugs me trying to find out real product information, not just someone that takes a guess to satisfy my questions, or even just to sell me something.
So, one day I was on FordBarn.com and saw a post about Petronix selling a complete distributor. I thought this would address my vacuum advance unit concerns, and get me a distributor as a unit, an engineered solution. So, I went shopping online, and a vendor had a complete Petronix electronic ignition system for the 57 Ford. This was a complete changeover, and I could see the instructions, which I found online. The components; distributor as a complete unit, wires, and a performance coil. The weights were above the plate, and the vacuum advance unit was adjustable, so that meant I could tune the system. When installing this system, the instructions are specific that the ballast resistor comes off. There also is a lead on the distributor for my tach to plug into. It was $250, which I thought was very reasonably priced. I ordered it.
I set the distributor up with the light springs. I did not change the vacuum advance setting. My car has about 17” of vacuum. It likely would be higher, but there no doubt is a bit of minimal vacuum leakage with a tri-power. I did get some surprises along the way: 1) Getting the 8MM wires through those looms to keep them off the exhaust proved to be the biggest challenge of all. 2) The cap, and the height of the distributor body were greater than the factor Ford unit. The cap is male, not female, so that alone added height which I expected. I had to cut about a 1 ¼” notch in the pinch weld where the cowl curves down to meet the firewall. This pinch weld runs horizontally across the entire firewall/cowl area (just above the master cylinder). The wiring lays on it, so you can not notice it unless you are looking for it. It still makes the number 4 spark plug wire a bit of a challenge, but it is doable. 3) The plug wires would have been better had they been a set for a ford big-block.
My car runs great, and I had no idea how poorly my car was running before. I should have changed the system over years ago. I have since driven it some, and I pulled the sparkplugs. They sparkplugs are perfect. Money well spent.
On a T-bird this project would have been much easier, because the engine seems to sit lower in the car.
Thanks to KULTULZ for his answering my questions along the way.
So, one day I was on FordBarn.com and saw a post about Petronix selling a complete distributor. I thought this would address my vacuum advance unit concerns, and get me a distributor as a unit, an engineered solution. So, I went shopping online, and a vendor had a complete Petronix electronic ignition system for the 57 Ford. This was a complete changeover, and I could see the instructions, which I found online. The components; distributor as a complete unit, wires, and a performance coil. The weights were above the plate, and the vacuum advance unit was adjustable, so that meant I could tune the system. When installing this system, the instructions are specific that the ballast resistor comes off. There also is a lead on the distributor for my tach to plug into. It was $250, which I thought was very reasonably priced. I ordered it.
I set the distributor up with the light springs. I did not change the vacuum advance setting. My car has about 17” of vacuum. It likely would be higher, but there no doubt is a bit of minimal vacuum leakage with a tri-power. I did get some surprises along the way: 1) Getting the 8MM wires through those looms to keep them off the exhaust proved to be the biggest challenge of all. 2) The cap, and the height of the distributor body were greater than the factor Ford unit. The cap is male, not female, so that alone added height which I expected. I had to cut about a 1 ¼” notch in the pinch weld where the cowl curves down to meet the firewall. This pinch weld runs horizontally across the entire firewall/cowl area (just above the master cylinder). The wiring lays on it, so you can not notice it unless you are looking for it. It still makes the number 4 spark plug wire a bit of a challenge, but it is doable. 3) The plug wires would have been better had they been a set for a ford big-block.
My car runs great, and I had no idea how poorly my car was running before. I should have changed the system over years ago. I have since driven it some, and I pulled the sparkplugs. They sparkplugs are perfect. Money well spent.
On a T-bird this project would have been much easier, because the engine seems to sit lower in the car.
Thanks to KULTULZ for his answering my questions along the way.
