MSD is a name that’s synonymous with high-quality ignition components. With products ranging from coils to rev limiters, the company is probably best known for its array of ignition control boxes that fire each spark plug multiple times per revolution to maximize combustion efficiency. It also produces a complete line of distributors that offer the reliability and accuracy that high-performance engines require.
The Pro-Billet distributor line debuted in the late-’80s. It generally consists of a housing that’s CNC-machined from billet aluminum, a coated main shaft that rides on upper and lower roller bearings, and a fully adjustable centrifugal advance mechanism that can also be locked out for specific applications. Requiring an ignition control box for normal operation and external canister-type coil, the Pro-Billet is an excellent choice for street and strip engines, and an example for most any make is available.
MSD's Ready-To-Run distributor...
MSD's Ready-To-Run distributor for Pontiac (PN 8528) is a self-contained unit, which features a billet-aluminum housing and high-quality internals, and now includes a built-in rev limiter. It installs easily and requires connecting just three wires for normal operation. Retailing for $398, it's readily available from any large auto-performance-parts mail-order supplier.
MSD added a Pontiac specific Pro-Billet distributor (PN 8563) to its lineup in the mid-’90s. While quite popular with Pontiac performance enthusiasts, it lacks vacuum advance, and that can limit its total effectiveness in street applications where additional advance is commonly used to improve idle quality, slightly reduce normal operating coolant temperature, and/or increase fuel economy in light load conditions. MSD responded in the late-’90s introducing a second Pontiac distributor, but this time as part of its Ready-To-Run line.
The Ready-To-Run distributor series contains many of the same design features as the Pro-Billet, but uses a simple three-wire connection and an internal ignition module that eliminates the need for a separate control box (though using one is certainly acceptable). It also includes a built-in rev limiter and a vacuum-advance canister to improve engine reliability and efficiency, respectively. The compact Ready-To-Run unit is an excellent option when seeking to replace any Pontiac original, especially in instances where space constraints prevent the use of a traditional large-cap HEI, like with a Tri-Power intake manifold.
The heart of the Ready-To-Run...
The heart of the Ready-To-Run distributor is its electronic ignition control module that accurately and reliably triggers spark plug firing. The centrifugal advance mechanism uses a points-type weight and centerplate assembly, but it’s fully adjustable.
When the HEI in our ’76 Firebird started operating erratically, we started looking at distributor options for its 455 and found the MSD Ready-To-Run unit an easy fit for us. Unlike the existing HEI, which uses an in-cap coil, the Ready-To-Run distributor requires an external coil, which we planned to mount on the driver’s side cylinder head, just as Pontiac did over the years. We also found in MSD’s catalog a black distributor cap to use in place of the standard red cap. The black cap would keep others from quickly detecting the Ready-To-Run distributor in our Firebird’s otherwise unmodified under hood.
We contacted MSD and within a few days a PN 8528 distributor, PN 8222 coil, and PN 84333 cap arrived on our step. With the components in hand, we had the install complete in an afternoon. We recorded the initial timing setting before removing the existing HEI, and reset it after installing the MSD unit. Setting the built-in rev limiter is as easy as revving the engine to half of the desired rpm limit, and having a helper ground the gray tach wire for one second. If the distributor recognized the input, the tach displays the newly set limit for a couple of seconds.
The Ready-To-Run distributor...
The Ready-To-Run distributor includes a vacuum advance unit that allows owners to take advantage of the benefits that vacuum advance can offer. According to MSD, it provides up to 10 degrees of advance at 15 inches of vacuum. If your particular engine tolerates more or less advance, any stock-replacement points-type vacuum canister fits.
Back on the road with the MSD Ready-To-Run distributor in place, our Firebird runs and drives as well as it ever did with the HEI, and when considering how few HEIs are functioning as intended these days, a performance improvement isn’t uncommon.
Having a modern distributor with high-quality internals and an internal rev-limiter quells reliability concerns, while the fully adjustable centrifugal advance makes tuning for maximum performance a breeze. But best of all, with its black cap and coil mounted in a stock-like manner, you may be the only one who knows it’s there!
MSD recommends its PN 8202
Blaster...
MSD recommends its PN 8202
Blaster 2 coil for the Ready-To-
Run distributor, but when we explained
that we may mount the coil on a 45-
degree angle like Pontiac originally did,
MSD suggested its PN 8222 High Vibra-
tion coil. The PN 8222 coil is epoxy-filled
and can be mounted at any angle without
issue. MSD recommends mounting its oil
filled coils, like the Blaster 2 vertically
for maximum life expectancy.
We rotated the engine by hand
so...
We rotated the engine by hand
so that the No. 1 piston was
at top dead center on the compression
stroke and prepared to remove our Fire-
birds existing HEI. We recorded the posi-
tion of each plug wire while unplugging it
from the cap, and removed the cap.
After removing the hold-down
clamp...
After removing the hold-down
clamp using a 9
/16-inch wrench,
the HEI simply lifts up and out of the en-
gine. We noted the approximate position
that the rotor tip points, which can make
installing the new distributor a bit easier.
The Ready-To-Run distributor...
The Ready-To-Run distributor includes various springs
and limiting bushings that allow easy and accurate
adjustments to its centrifugal-advance mechanism. By swap-
ping around these components you can attain an advance curve
that's very aggressive or very mild. MSD installs the heaviest
tension springs during assembly so some trial and error is likely
required to determine the advance curve that best suits your
engine's needs.
MSD's instructions contain...
MSD's instructions contain several charts that plot
advance curves with all potential spring and limiter-
bushing combinations. Using our Allen Synchrograph distributor
tester, we found MSD's information quite accurate. Based on our
past experience on the chassis dyno, we adjusted ours to provide
25 degrees of advance by 3,000 rpm using the medium tension
springs and the silver bushing. With 11 degrees of initial, that
gives us 36 degrees total.
The Ready-To-Run distributor...
The Ready-To-Run distributor simply
drops into place and the hold-down
clamp is snugged up with a 9
/16-inch wrench.
We pointed the rotor tip in the same general
direction as it was with the HEI, which makes
selecting the No. 1 terminal on the cap easier.
MSD uses a high-quality iron gear that's com-
patible with flat-tappet camshafts. If you're
running a roller cam, a bronze gear, which MSD
offers, or a composite gear like that from BOP
Engineering is required. Be sure the replace-
ment gear you order fits the half-inch-diameter
main shaft specific to MSD distributors.
We had plans
to mount
the...
We had plans
to mount
the canister coil on
the intake flange
like that found on
early-70s Pontiacs,
but we found the back
of the driver-side
cylinder head just as
convenient. We used
a late-60s stock
Pontiac coil bracket
and a short 1
/2-13 bolt
to secure it to the
cylinder head. The coil
was well hidden.
For illustra-
tion purposes,
we...
For illustra-
tion purposes,
we removed the coil
and connected the lead
wires from the harness
that MSD supplies on
the bench. The red
wire connects to the
coil's positive terminal
and the orange wire is
connected to the nega-
tive terminal. A third
black wire is connected
to a suitable engine
ground.
The distributor requires a
keyed...
The distributor requires a
keyed 12-volt source for
proper operation and we found our
HEI's existing power lead most
convenient. We created a jumper
using a length of thick wire. We
added a male spade connector on
one end that was inserted into the
female clip of the HEI lead, and
then wrapped it with black tape.
On the other end we added a ring-
type connecter that we secured to
the positive terminal on the coil.
We created a second jumper...
We created a second jumper wire
to connect the Ready-To-Runs
gray tach wire and our Firebird's existing
tachometer lead. It, too, used male-spade
connectors, one of which was inserted
into the tach lead and wrapped with black
tape. A second jumper wire is required
to set the rev limiter while watching the
tach. When momentarily grounded, it
allows the operator to quickly and easily
set and/or adjust the distributor's inter-
nal rev-limiter.
To keep prying eyes from immediately...
To keep prying eyes from immediately recognizing the signature MSD red cap
under our Firebird's hood, we opted for the black cap that MSD also offers. PN
84333 retails for $34 and contains HEI-type terminals. You can then reinstall your ex-
isting HEI plug wires if they are in excellent condition for the ultimate stealth look just
be sure to pay careful attention to the firing order. You will, however, have to purchase or
make your own wire that connects the coil and distributor.
While reusing existing plug...
While reusing existing plug wires
is certainly possible, MSD
recommends its own 8mm wires for
maximum performance. We opted for
a set of PN 31193 spark plug wires
($91), which are black with gray
boots. They are trimmed to length,
which is ideal because it prevents
excess wire from cluttering the engine
compartment. Black vinyl dye can be used
to disguise the gray boots if desired.
With the black cap installed,...
With the black cap installed, it's difficult to tell exactly what distributor we're
using, but the quality, reliability, and ease of use clearly speaks MSD. In less
than three hours the install was complete. We started the engine and immediately reset
base timing, and then tightened the hold-down clamp bolt to 30 lb-ft. We then set the rev
limiter and took the Firebird out for a test drive and found it to operate just as expected!