Found it. Nice score! You still suck Let me know if you want to sell it.

That is a great find.


Lawrenceville, GA

The Seller listed it as a Ford 292 Distributor. If He had mentioned Y Block anywhere in the Listing it would have been gone quicker than I found it. The casting # on the Bowl identifies it as being produced in 1965 or After. I found several other sold Ones on the Internet with the same 1965 Casting Identification. They are for up to 1964 Ford Truck with Y Block. NOS Ford Service Parts. Nice to find a NOS One. I have a 390 Holley sitting in a Box that needs a rebuild. So now I have a Distributor also  for when i do another Conversion. Done 3 so far.   Forgot to mention- I asked If He was open to an Offer and He took $10.00 off the listed Price."Frosting on the Cake!".

  

Here's one for the Lincoln Y Block. Would this style work? Certainly looks right... but.

Excellent find. A strib from a Lincoln Y 368 will work. Even the shaft is the correct length but you will need to precisely locate and pin a new Ford Y block gear on it. I needed a tack drive distributor for my truck and a 57 bird strib was out of the ball park on price. The 57 Mercury Turn Pike Cruiser with 368 was equipped with a tach..  This is one distributor that went under the radar but I had to remove the 15 tooth gear, (the Lincoln Y had a larger cam journal) and replace it with a 14 tooth gear for my 312 which has worked very well for several years now.  Hope this helps, JEFF.............


64F100 57FAIRLANE500

It's on that auction site. A little spendy but it's there if somebody wants it.

I like the external primary wire connection arrangement w/ square stud and phenolic spacer.

If U convert it to Pertronix You have remove it and enlarge the Hole for the Retainer that comes on the Pertronix feed Wire. I had to do that on the 1957 Distributor I just installed on my Car recently.

  

Distributor End Play Revisited

Trying to get a handle on exactly what the deal is, where the wear is actually occuring, and how to accurately measure since it is a critical dimension.

By way of comparison the '64 shop manual sez to use a dial indicator, distributor installed in the engine, when measuring end play with the LOM distributor. "Push the distributor shaft _down_ as far as it will go, set the dial indicator to zero, and pull the distributor shaft up as far as it will go, and measure end play."

For the post '56 distributors that we are mostly concerned with here distributor is to be removed from the engine, installed in the clamping tool and placed in a vise.

"Push the distributor shaft _upward_ as far as it will go, then check the endplay with a feeler gauge placed between the collar and the distributor base. The end play should be within specifications."

So where are they going with this? I measured the resulting gap between the collar and base with shaft pulled down as far as it will go in the earlier pic. That was bass ackwards correct? I'll have to check the distributor again as it is installed but the other core on hand easily bottoms out or near enough checked the correct way.

So the idea here is that the camshaft gear tends to drive the distributor gear to run flush with the block thrust surface right? Then, on deceleration or whatever it tends to move off the pad and float up? Seems to me if I'm thinking right I need to add a shim between the collar and the distributor base to get the dimension correct. If so, where does the wear occur, the distributor housing?

Ted,
Thats a good question. I've only worked on about a dozen over all the years and none have shown any wear on the bottom of the housing or had signs of excessive end play wear. The end play has always been between .020 and .025 and that's close enough for me.. The one I just assembled measured .024.