Honestly, it would be old school cool factor only. They are a bear to set up and will be constant maintenance from there. Personally I wouldn't use it, I would go breakerless.
before eletronic ignitions the dual point was the hot set up because it could handle more amprage with out burning out the points. it would let you use a hoter coil.
IF it is a true Hi-Po mechanical advance dual point Ford distributor, sell it, buy yourself a modern electronic unit and spend the rest of the $$ on a few nice dinners out...or another item for your car.
The 'Dual-point' dist was just that. Back in the day that's how they tried to get a hotter spark. Took more work to set them up and keep them working right. Dual-point conversion kits are still available. But why bother? Nowadays you can do better with electronic ignition modules of which there are many choices. Just replacing the points with with a Pertronix module is a big step. Works better, more reliable and maintenance free. Pertronix even makes what they call a 'dual-point' version. Can't imagine it's any better. They now build the Pertronix III which is a complete ignition module all in a size that still fits inside the dist. It has multi-strike capability all the way to top rpm instead of stopping at 3000 rpm like most. Also has an adjustable rev limiter. For everyday driving it is the KISS principal at work. Nothing else needed. RS
Another purpose of the dual point ignition was it was capable of delivering more accurate ignition at higher rpms than a single set of points could. The faster the rpms are, the more prone to "point bounce" a single set is. It's akin to floating the valves. A single set reaches a point where it cannot follow the distributor cam. One fix was to run a heavier set of single points, which is what I did with my 427 back in the 80's.
The M38A1 Jeep I bought from my father in law went I went to Texas to marry his daughter had a 289 Special in it with a dual point, 2v and a Warn overdrive. That little engine would flat out run. The Jeep had 4.11'2 in it and it would scare the crap out of me when I got into it. The faster it went the faster it picked up speed. I could split each gear from normal to OD giving me 6 forward gears and 2 reverses. lol I never had to replace the points or adjust them since I only drive the thing about 10k miles but they worked very good during those miles. Even with remembering those fond memories I would think a basic electronic ignition would be better. clint
I remember when we used to hunt of those distributors for our cars. Now I wouldnt waste my time on the install. Sell it to someone who wants it for a resto.
Any one remember W & H duel coil dist. ???? it ran duel points and duel coils each coil supplyed 4 cyl.
Don't remember those. Probably before my time. The 64 Falcon Sprint I bought a couple of years ago that I had to sale later, had a HeathKit electronic ignition box hooked up on it. There was a sliding switch on it to go from capacitive to regular. I still have it around here somewhere. It was hooked up and running but still had points in the dist. I wonder if it was one of those Heathkit electronic kits that you bought and built yourself? clint
That's right about the Heathlit with the bypass switch. I vaguely remember that. Probably still have an old Heath catalog somewhere. I built a CD ignition from parts before they were genereally available. Mine didn't have a bypass switch. I had dummy plug that could be plugged in in place of the ignition module to return it to the normal points. Still have it to this day and as far as I remember it still worked when it was retired. RS
