![]() You will want to carry a spare set of points/condenser and hookup wire in case the module does go bad, but this is very uncommon. The newer version, which also costs more, supposedly took care of this problem. gasoline (petrol) engine with displacement: 6384 cm3 / 389.6 cui, advertised power: 223. If you get the original version, DO NOT leave the ignition switch in the ON position without the engine running. A person who knows what to look for will still be able to spot the difference immediately, though, but casual observers have no clue. The number youve posted is for a 63 T-bird MX-series dual-range automatic with a serial number of 025935, meaning its the 25,935th PCE-Y. It has a code on it for the transmission, along with other info such as the serial number. Meanwhile, the Thunderbird M-code 390-6V continued production through the 1963 model year. Look for is the transmission ID tag, which should be riveted to the drivers side of the transmission case. To hide mine, I have used shrink-wrap tubing around the pair of wires, and have painted the top of the coil to resemble the original mustard-colored ceramic top. Another key point is that per Ford memos provided Dennis Kolodziej, both the solid-lifter HiPo 390-4V and solid lifter HiPo 390-6V were replaced by the B/G-code 406-4V & 6V early in the 1962 production year (Nov-Dec-Jan or so). You can visually detect presence of the Pertronix if you see two wires coming out of the base of the distributor instead of one per original. I have not reset gap on plugs wider, which has been suggested, nor have I run a non-resistor wire from the coil to the ignition switch as well. The setup does work very well and very easy to install. I have installed the Pertronix Ignitor I and FlameThrower coil on my '63 hardtop.
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