I ve done a little reading on this topic and have learned how to time an engine based on which governor one has, but have not learned why there are so many different ones available. Why are there so many different ones? Is there a place for each one or is there just one that is concidered to be the good one? I believe my engine has been converted using sometype of kit as stated by the prevous onwer. This kit came with the orange box. If one had to guess what I have, could one guess with some degree of accuracy based on this info? If it turns out that I have one of these undesireables, could the governor be welded/brazed and then have every benifit of the "good one" (other than being mislabeled)?

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

Not sure whick one it would be but if it needs it yea you could weld/grind & turn it into what you want.


BTW, love the Cuda, my fav A body & even in the color I like with the Notchback. Back in high school we ruled & killed all the BigBlock Chebbies & Fords with a little 69 Formula S 340 car just like yours right down to the Cragers(those are Cragers arnt they) & color. LOL now we can take the Slants and do it. Got to find me one of them bodies.


Jess

Howdy,

FOllowing the threads on this forum and the wisdom of authors such as Emsvitl, Rob and everyone else, I gathered a group of distributors, removed the governors and brazed and filed the slots to a range, in 0.1, from 9.0 to 10.2. Right now, (oil leak at timing chain cover and all!) the 9.8 worked best for power and running with: Edelbrock 500 with stock jets and rods, Offy intake, Dutra duals, Pertronix module, new engine and a d100 truck with 3.91 and 833OD. I believe specifying a governor slot should include what the distributor is suppling spark to run, because in a stationary engine only there is very little difference in advance vs. ping with any governor slot from 9 to 15, for me...up to 52 degrees total advance.

rock
'64d100

A new distributor calibration was released for the same reason a new carburetor calibration was released for each and every car/engine/transmission/year combination: Constant improvements were being sought in driveability, economy, performance, and compliance with emissions regulations. Many calibrations were similar, and many are interchangeable without negative consequences, but none was identical to any other.
Probably the Mopar Performance P3680789 kit, which came with an orange box (not a very good one, sad to say—I need to get around to swapping this same orange box off my '62; I will be doing the HEI module swap) and a distributor with an advance curve very poorly suited to street use. It has only one centrifugal advance flyweight spring, so it dumps in all the mechanical advance all at once off idle. This tends to cause spark knock, and the only way to control the spark knock without reworking the distributor's advance curve is to retard the base timing, which hurts starting, driveability, performance and mileage.

Then again, perhaps the "kit" that was used consisted of a distributor with a stock street-type curve. That's better than the MP curve, but still can be tweaked and tuned for better results. See this thread.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Those distributors P/N 3874714 came, brand new, from SIXPACKJAC@aol.com . (as quoted from SSDan)
He has more. Do you know what govenor comes in these?

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

Read the message directly above the one you quoted...in the thread I linked!

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一期一会
Too many people who were born on third base actually believe they've hit a triple.