MSD Ready-to-Run Marine V8 Distributor
Chevrolet, PN 83606, Ford 351C-460, PN 83506
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Parts Included:
1 - Pro-Billet Distributor
1 - Rotor, PN 8467
1 - Distributor Cap
Chevy, Olds, PN 8565
Ford, PN 8431
1 - Wire Retainer
2 - 1.5" Self Tapping Screws
2 - 10-32 x 3/4" Socket Head Screws
1 - Advance Kit
1 - Gasket/O-Ring Seal
1 - Tube of Gear Lubricant
2 - O-Rings (Chevy Only)
1 - Gray Tach Jumper
WARNING:
Before installing the MSD Distributor, disconnect the battery cables. When disconnecting
the battery cables, always remove the Negative (-) cable first and install it last.
Note:
The terminals of this Distributor require spark plug style terminals. You may need to change the
terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that are supplied with
nine boots and terminals.
Note:
If the Chevy gear is ever replaced, MSD Gear, PN 8561, is required for replacement due to the
.500" diameter shaft.
TIMING FUNCTIONS
Before continuing with the installation, here are a few definitions you should be aware of:
Initial Timing:
This is the base timing (also referred to as idle timing) of the engine before the centrifugal
advance begins.
Centrifugal Advance:
The centrifugal (or mechanical) advance mechanism is made up of weights, springs,
advance cams, and an advance stop bushing. The amount and rate of advance that your distributor is
capable of is determined by the centrifugal timing. If you ever wish to lock out the centrifugal advance,
refer to the centrifugal advance section.
Total Timing:
This is the total of the initial timing plus the centrifugal advance added together. Example:
10° Initial + 25° Centrifugal = 35° Total Timing.
Note:
MSD Distributors are supplied with the heavy (slow) advance springs and the 21° stop bushing
installed. This is to prevent detonation in certain applications. Review the information on pages 2-4
to determine the best advance curve for your application. RPM LIMIT AND Tachometer Information
Tach Signal:
The Ready-to-Run Distributor features a Gray Tach Output wire which provides a clean signal
for most tachometers and even some aftermarket fuel injection systems. The signal output
is a 12 volt square wave, 20° duty cycle. This wire is also responsible for programming the
built-in rev limiter.
Rev Limiter:
The Ready-to-Run Distributor has a built-in rev limit that can easily be adjusted from 2,000
rpm to over 10,000 rpm. The default is 10,000 rpm. To set the rev limiter, run the engine to half
the desired rpm then ground the Gray Tach wire (a jumper is supplied) for approximately one
second. Every time the key is turned to the On position, the tach will display the programmed
rpm limit. See page 8 for the programming procedure.
MSD
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• (915) 857-5200 • FAX (915) 857-3344
2
INSTALLATION INSTRUCTIONS
CHOOSING AN ADVANCE CURVE
The function of the advance curve is to match the ignition timing to the burning rate of the fuel and
speed (rpm) of the engine. Any factor that changes the burning rate of the fuel or the engine speed
can cause a need for an ignition timing change. Figure 1 shows some of the factors that will affect
engine timing.
FACTOR
Cylinder Pressure
Vacuum
Energy of Ignition
Fuel Octane
Mixture (Air/Fuel)
Temperature
Combustion Chamber Shape
Spark Plug Location
Combustion Turbulence
Load
Advance Timing
For
Low
High
Low
High
Rich
Cool
Open
Offset
Low
Light
Figure 1 Ignition Timing Factors.
Retard Timing
For
High
Low
High
Low
Lean
Hot
Compact
Center
High
Heavy
As you can see from the chart, most factors will change throughout the range of the engine operation.
The timing mechanism of the distributor must make timing changes based on these factors.
Example:
An engine has 11:1 compression with a high energy ignition. With the specifications given,
you will have to retard the timing for the high compression and high energy ignition. By comparing
the engine’s specifications against the chart, a usable timing guideline can be found. Engines with
a combination of items from both columns will require a timing that is set in the mid range.
Obviously a full technical explanation of correct ignition timing would be very complicated. The best
way to arrive at a suitable ignition curve for your engine is to use the Ignition Timing Factors Chart
as a guide and compare it to the Advance Graphs in Figure 4 until a suitable curve is found. When
selecting your advance curve, use detonation (engine ping) as an indicator of too much advance,
and a decrease in power as an indicator of too little advance.
TIPS ON SELECTING AN ADVANCE CURVE
• Use as much initial advance as possible without encountering excessive starter load.
• Start the centrifugal advance just above the idle rpm.
• The starting point of the centrifugal advance curve is controlled by the installed length and
tension of the spring.
• How quickly the centrifugal advance (slope) comes in is controlled by the spring stiffness. The
stiffer the spring, the slower the advance curve.
• The amount of advance is controlled by the advance bushing. The bigger the bushing, the
smaller the amount of advance.
CENTRIFUGAL ADVANCE CURVE
SELECTING THE ADVANCE SPRINGS
The rate, or how quick the advance comes in is determined by the type of springs which are installed
on the distributor. The MSD distributors are equipped with two Heavy Silver springs installed. These
will give you the slowest advance curve possible (Figure 2). The parts kit contains two additional sets
of springs which can be used to match the advance curve to your particular application. Refer to the
Spring Combination Chart (Figure 3) for combinations that can be achieved.
MSD
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INSTALLATION INSTRUCTIONS
3
To change the springs, remove the cap and rotor and use needlenose pliers to remove the springs.
Be sure the new springs seat in the groove on the pin.
Timing Curve From Factory
SPRING COMBINATION
2- Heavy Silver
1- Heavy Silver
1- Light Blue
1-Heavy Silver
1-Light Silver
2- Light Blue
1- Light Silver
1- Light Blue
2- Light Silver
RATE OF ADVANCE
SLOWEST
FIGURE 4
A
B
C
D
E
FASTEST
F
Figure 2 The Factory Equipped Curve.
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
Figure 3 Spring Combination Chart.
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
ADVANCED
STOP BUSHING
RED
SILVER
GREEN
BLUE
PURPLE
BLACK
Figure 4 Advance Curves.
MSD
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4
INSTALLATION INSTRUCTIONS
BUSHING SIZE
Red-Smallest
Silver
Green
Blue
Purple
Black-Largest
APPROXIMATE
CRANKSHAFT
DEGREES
28
25
23
21
19
18
SELECTING THE ADVANCE STOP
BUSHING
Five different advance stop bushings are supplied
in the distributor kit. The distributor comes with a
Blue (21°) bushing already installed. If a different
amount of centrifugal advance is desired, follow the
next procedure to change the bushings. The chart
in Figure 5 gives the size and approximate degrees
for the corresponding bushings.
Figure 5 Advance Stop Bushing Chart.
CHANGING THE ADVANCE STOP
BUSHINGS
1. Remove the distributor cap and rotor.
2. Remove the locknut and washer on the bottom of
the advance assembly (Figure 6).
3. Remove the bushing and install the new one.
Install the washer and locknut. Use care not to
over-tighten.
Figure 6 Changing the Advance Stop Bushing.
LOCKING OUT THE CENTRIFUGAL
ADVANCE
1. Remove the advance components including the
springs, weights and the advance stop bushing
from the advance assembly.
2. For Chevy models, remove the roll-pin from the
drive gear and remove the gear from the shaft. For
Ford models, remove the roll pin from the shaft
retaining sleeve and slide the sleeve down.
3. Slide the shaft two inches out of the housing.
4. Rotate the shaft 180° and insert the advance stop
bushing pin into the small hole on the advance
plate (Figure 7).
5. Install the locknut and washer to the advance stop
bushing pin. This locks the advance in place. Do
not over-tighten the locknut.
6. Install the drive gear or retaining sleeve and roll-pin.
Figure 6 Locking Out the Centrifugal Advance.
Figure 7 Locking Out the Advance.
MSD
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INSTALLATION INSTRUCTIONS
5
INSTALLING THE DISTRIBUTOR
1. Remove the existing distributor cap without
disconnecting any of the spark plug wires.
2. With the cap off, crank the engine until the
rotor is aimed at a fixed point on the engine or
firewall. Note this position by making a mark
(Figure 8).
3. Place the distributor cap back on and
note which plug wire the rotor is pointing
to. MARK THE SPARK PLUG WIRES and
remove the distributor cap.
4. Disconnect the wiring from the distributor.
5. Loosen the distributor hold down clamp
and slide the clamp out of the way.
6. Lift the distributor out of the engine. Note
that the rotor rotates as you lift the distributor
out. This is due to the helical cut gear and
should be taken into consideration when
installing the new distributor.
7. Install the gasket and apply a liberal amount
of the supplied lubricant to the distributor
gear. (The supplied O-rings can
only
be used if the Chevrolet block has been
modified as shown in Figure 9.)
8. Install the distributor making sure that the
rotor comes to rest pointing at the fixed mark.
If the distributor will not fully seat with the rotor
pointing to the marked position, you may need
to rotate the oil pump shaft until the rotor lines
up and the distributor fully seats.
9. Position and tighten the hold down clamp onto
the distributor.
10. Install the distributor cap and spark plug wires
one at a time to ensure correct location. A
wire retainer is supplied to secure the wires
in place. Align the mounting bosses and use
the supplied 1.5" self-tapping Phillips screws
to hold the retainer in place (Figure 10).
11. Page 7 shows how to set the rev limiter and
connect the tachometer.
CARB.
VALVE
COVER
MARK
ROTOR
Figure 8 Marking the Rotor Location.
CHAMFER
EDGES
DISTRIBUTOR
HOUSING
CHAMFER
EDGES
O-RINGS
Figure 9 Modified Chevy Block for use with O-Rings.
Figure 10 Installing the Wire Retainer.
MSD
•
WWW.MSDPERFORMANCE.COM
• (915) 857-5200 • FAX (915) 857-3344
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