1963 HEI Conversion | Ford Thunderbird forum club group 1955-2005 models

  • We're glad you found us via a search engine! Right now, you can join our club absolutely free and unlock member only features like the site search! This notice only appears once! It only takes 30 seconds to register, and we would love to have you as part of the World's largest Thunderbird Forum/Club! Click here to continue

1963 HEI Conversion

  • Thread starter Thread starter mikeoster2112
  • Start date Start date
mikeoster2112

mikeoster2112

Click here to upgrade
Reaction score
12
Thunderbird Year
1963
Hello again to the group!
I am beginning to take on the HEI conversion, and I have a few questions about what I found when I removed the old distributor.
One: Upon looking down into the distributor hole I noticed the oil pump shaft that accepts the new distributor has a housing or more specifically a gold and the actual male end of the pump moves from side to side. Do you know if this is normal?
Two: What size is the male end and female end? 1/4 or 5/8 on the 390?
Thanks to anyone who can help!

This page contains affiliate links for which I may be compensated. As an eBay Partner, and Amazon Associate I may be compensated if you make a purchase at no cost to you.

 
Its a High Energy Ignition, A supposed means to deliver more spark for smoother, more performant operation.
Frankly, I've always questioned the fascination with these things. In a well-tuned, well maintained engine spark is going to jump the spark plug gap when the potential energy (voltage) is sufficient to do so, nominally 15,000-20,000 volts or so. Having 45,000 volts available helps if you have fouling, very high compression, etc.. There may be some advantages concerning dwell and higher RPM operation but how much of that do we do with classics ?

The higher voltage can also cause arcing.....here is more info:

In some HEI conversions I have also had to add an add'l wire with a diode to keep from backfeeding some circuits.
 
mikeoster2112 said:
Hello again to the group!
I am beginning to take on the HEI conversion, and I have a few questions about what I found when I removed the old distributor.
One: Upon looking down into the distributor hole I noticed the oil pump shaft that accepts the new distributor has a housing or more specifically a gold and the actual male end of the pump moves from side to side. Do you know if this is normal?
Two: What size is the male end and female end? 1/4 or 5/8 on the 390?
Thanks to anyone who can help!
Click to expand...
That thing that moves from side to side is the oil pump drive shaft. It is a 1/4” hexed rod that connects the oil pump to the distributor. It is installed from the bottom of the engine and you can’t remove it from the top. The “play” is normal.
Are you installing a new electronic distributor (highly recommended) or converting your stock one. Converting the stock one is easy, and retains the “stock look”.
 
I would recommend the Pertronix electronic conversion kit. They are very simple and work great. They don't seem overly expensive either.
 
The Pertronix gets a bad rap often because the early versions had minimal electronic protections and owners would install them incorrectly or use an ignition coil that didn't match. The Pertronix Ignitor III fixes all of those issues and I've had good luck with them.
 
I've had a Pertronix unit (with Ignitor) in for about 8 years and it's been flawless -- except for a hesitation that occurs when starting the car. It starts a half-second later, and doesn't seem to cause a problem.
 
I will echo the above comments. I have the PerTronix Flame Thrower III coil, Ignitor III, and the Power Relay kit. All have performed flawlessly for the past five years, and the car runs better and starts easier.
 
Musicman said:
I will echo the above comments. I have the PerTronix Flame Thrower III coil, Ignitor III, and the Power Relay kit. All have performed flawlessly for the past five years, and the car runs better and starts easier.
Click to expand...
Yes, that's the setup I have on my '64 390. The Pertronix III delivers multiple sparks per power stroke so it's like a spark box. The power relay ensures the coil sees a full 12 volts when it operates. And I would add 8mm spark plug wires so that more of the spark energy gets to the plugs.
 
A more original look may be a consideration. I have a Summit Racing HEI distributor in my '65 Mustang, but I prefer the more original look of the Pertronix system on the 'Bird.
 
Again, the physics are that when enough potential energy (voltage) is built up at the spark plug gap the plug will fire, typically 15,000-20,000 volts. Fatter wires and a hopped up distributor delivering 'more energy' or 45,000V won't change that.. The Pertronix is a "hall cell" and modern cars prob have 8 of them in wheel sensors, ABS brake systems etc.

The usual dilemma in installing one is usually whether or not to bypass the ballast resistor and that depends on the ignition coil selected and the Petronix website has guidance concerning that.
 
You must log in or register to reply here.
Back
Top