Ford 302C 351C 351M 400 370 429 460 V8 Ready to Run Electronic Distributor

• Fits Ford 302 Cleveland & 351C, 351M, 400, 370, 429 and 460 Ford Big Block V8 engines — Suitable for compatible carburetted Ford 335-series and 385-series applications.
• Ready-to-run electronic ignition — The onboard ignition module eliminates the need for a separate external ignition control box.
• Mechanical and vacuum advance — Provides RPM-based and load-based ignition advance for street and performance applications.
• Magnetic pickup trigger — Replaces mechanical ignition points for dependable, maintenance-free triggering.
• Machined aluminium housing — Provides a strong, accurately manufactured distributor body with stable shaft support.
• External performance coil required — Must be used with a compatible 12-volt ignition coil rated at 35,000 volts or higher.
• Steel distributor gear included — Confirm compatibility with the installed camshaft before use.
• Not compatible with Ford 351 Windsor engines — This distributor does not fit the 351W engine family.

Ford Cleveland 302 and 351, 351M, 400, Ford Big Block 370, 429 and 460 PEAK Series Ready-to-Run Distributor

Upgrade the ignition system in your carburetted Ford V8 with this PEAK Series ready-to-run electronic distributor. Designed for compatible Ford 351 Cleveland, 351 Modified, 400, 370, 429 and 460 engines, it combines a magnetic pickup, onboard ignition module, mechanical advance and vacuum advance in a durable machined aluminium housing.

Unlike a conventional points distributor, the ready-to-run design uses an electronic magnetic trigger with no mechanical contact points to wear, burn or require routine adjustment. The onboard ignition module controls coil switching directly, allowing the distributor to operate without a separate ignition control box.

An external ignition coil is still required. The distributor should be matched with a compatible high-performance 12-volt coil rated at a minimum of 35,000 volts. This arrangement provides flexibility when selecting a coil while retaining a relatively simple ignition system.

The combination of electronic triggering, adjustable mechanical advance and vacuum advance makes this distributor suitable for street-driven vehicles, restorations, muscle cars, hot rods, trucks and compatible performance engine builds. Correct installation and ignition tuning are essential to achieve the best starting, throttle response, drivability and engine performance.

Ready-to-Run Electronic Ignition

The term ready-to-run refers to the distributor's integrated electronic ignition module. The module receives the trigger signal from the magnetic pickup and switches the external ignition coil without requiring a separate capacitive-discharge ignition box or remote amplifier.

Once the distributor is installed and correctly phased, the primary electrical connections are made to a suitable switched 12-volt supply, the external ignition coil and the vehicle earth system. An additional connection may be required for an electronic tachometer.

Although the onboard module simplifies the ignition arrangement, the distributor is not completely self-contained. A compatible external ignition coil and suitable high-tension coil lead are required and are not included.

Magnetic Pickup Trigger

The electronic magnetic pickup replaces the mechanical contact points used in older distributor systems. It produces the trigger signal without physical contact between ignition points, helping maintain consistent ignition operation without periodic points adjustment.

Mechanical points can gradually wear, change gap and alter ignition dwell and timing. The magnetic pickup system removes this common maintenance requirement and helps maintain more stable ignition triggering over extended use.

The magnetic pickup works together with the onboard circuit-board ignition module to control the external coil. This provides a practical electronic ignition upgrade while retaining the familiar serviceability and appearance of a conventional distributor-based ignition system.

Mechanical and Vacuum Advance

The distributor includes both mechanical and vacuum ignition advance. Together, these systems allow ignition timing to respond to engine speed and operating load rather than remaining fixed at the initial timing setting.

Mechanical Advance

Mechanical advance progressively adds ignition timing as engine speed increases. The advance curve should be matched to the engine's compression ratio, camshaft, cylinder-head design, fuel octane, vehicle weight, gearing and intended RPM range.

A correctly configured mechanical advance curve can improve throttle response and performance while helping avoid excessive timing that may cause pinging, detonation or engine damage.

Vacuum Advance

Vacuum advance adds ignition timing during suitable light-load and cruising conditions. When correctly connected and adjusted, it can help improve part-throttle response, cruising efficiency and general street drivability.

Vacuum advance is primarily a load-sensitive system and is not the same as mechanical or total wide-open-throttle timing. Engines with large camshafts, low idle vacuum or specialised competition combinations may require the vacuum advance to be adjusted, limited or disconnected.

The appropriate vacuum source and advance setting will depend on the carburettor, engine combination and tuning strategy. Consult the engine builder or ignition tuner where required.

Machined Aluminium Construction

The distributor uses a machined aluminium housing designed to provide strength, accurate fitment and stable internal component alignment. Precision shaft support helps reduce unwanted shaft movement that could otherwise affect the relationship between the magnetic pickup, rotor and distributor cap terminals.

Stable distributor shaft operation is particularly important as engine speed increases. Excessive movement can contribute to inconsistent triggering, rotor alignment problems and ignition timing variation.

The performance-oriented housing and internal construction make the distributor suitable for properly prepared street and performance applications, while the male-terminal distributor cap supports the use of modern performance-style ignition leads.

External High-Output Ignition Coil Required

For reliable operation, pair this ready-to-run distributor with a compatible high-output 12-volt electronic ignition coil (not included). The recommended coil is a low 0.7-ohm primary resistance and up to 45,000 volts of output, comfortably exceeding the distributor's minimum 35,000-volt coil requirement.

• Maximum output: 45,000 volts
• Primary resistance: 0.7 ohms
• Secondary resistance: 4,700 ohms
• Spark duration: 350 µs
• Peak current: 140 mA
• Turns ratio: 100:1
• Inductance: 8.0 mH

Its low-resistance primary winding and 45,000-volt capability make it suitable for supporting strong, consistent spark delivery in street and performance applications. Always follow the distributor and coil wiring instructions, and ensure the ignition circuit supplies the required full 12 volts.

Potential Ignition Benefits

When replacing a worn points distributor or degraded factory ignition system, a correctly installed and tuned ready-to-run distributor may provide several practical benefits.

• Consistent electronic ignition triggering
• No mechanical ignition points to adjust or replace
• Stable ignition timing across the normal operating range
• Improved cold and hot starting when replacing a worn distributor
• Cleaner idle and throttle response when correctly tuned
• Mechanical and vacuum advance for street drivability
• No separate external ignition control box required
• Compatibility with a separately selected performance ignition coil
• Simplified ignition-system layout
• Suitable for standard, modified and performance-oriented carburetted engines

Actual results will depend on the condition and specification of the engine, carburettor calibration, ignition coil, spark plugs, ignition leads, battery voltage, charging system and final ignition timing.

Compatible Engine Families

Ford 335-Series V8

• 302 Cleveland / 302C — 302ci / approximately 4.9 litres
• 351 Cleveland / 351C — 351ci / approximately 5.8 litres
• 351 Modified / 351M — 351ci / approximately 5.8 litres
• Ford 400 — 400ci / approximately 6.6 litres

The Ford 302 and 351 Cleveland, 351 Modified and 400 belong to the broader Ford 335-series engine family. Despite the shared 351 displacement, the 351 Cleveland and 351 Modified are distinct from the Ford 351 Windsor.

This distributor is not compatible with the 351 Windsor engine family.

Ford 385-Series Big Block V8

• Ford 370 — 370ci / approximately 6.1 litres
• Ford 429 — 429ci / approximately 7.0 litres
• Ford 460 — 460ci / approximately 7.5 litres

The Ford 370, 429 and 460 belong to the Ford 385-series big block family. These engines were used in a wide range of passenger vehicles, trucks, commercial vehicles, motorhomes and performance applications.

Engine Fitment

Compatible With

• Ford 302 Cleveland V8
• Ford 351 Cleveland V8, commonly identified as 351C
• Ford 351 Modified V8, commonly identified as 351M
• Ford 400 V8
• Ford 370 385-series big block V8
• Ford 429 385-series big block V8
• Ford 460 385-series big block V8
• Compatible carburetted street engines
• Compatible carburetted restoration and restomod applications
• Compatible hot rods and custom vehicles
• Compatible performance engine builds

Not Compatible With

• Ford 351 Windsor or 351W engines
• Ford 289 or 302 Windsor engines
• Ford 5.0-litre Windsor-based engines
• Ford FE-series 352, 360, 390, 406, 410, 427 or 428 engines
• Ford Y-block engines
• Ford MEL-series engines
• Ford Modular 4.6-litre, 5.4-litre or 6.8-litre engines
• Ford Coyote engines
• Computer-controlled ignition systems requiring ECU timing control
• Distributorless ignition systems
• Applications requiring a mechanical tachometer drive
• Applications requiring an adjustable slip-collar distributor
• Marine applications requiring an ignition-protected distributor

Common Vehicle Applications

Depending on the original engine, engine conversion, model year and available clearance, compatible Ford engines may be found in vehicles including:

• Ford Mustang
• Ford Torino
• Ford Gran Torino
• Ford Ranchero
• Ford Fairlane
• Ford Galaxie
• Ford Thunderbird
• Ford LTD
• Ford F-Series trucks
• Ford Bronco
• Ford Econoline
• Ford motorhome and commercial chassis applications
• Mercury Cougar
• Mercury Montego
• Mercury Marquis
• Mercury Cyclone
• Lincoln Continental
• Lincoln Mark-series vehicles
• De Tomaso Pantera
• Hot rods and custom vehicles using compatible Ford V8 engines
• Street machines and engine-converted vehicles

Vehicle references are supplied as a general application guide only. Ford offered numerous engine families and ignition configurations in the same vehicle models, and many older vehicles have since undergone engine changes.

Confirm the actual installed engine, distributor mounting arrangement, ignition system, camshaft material and available physical clearance before ordering.

Suitable Applications

351 Cleveland Street and Performance Engines

The Ford 351 Cleveland is widely used in muscle cars, street machines, restorations and performance builds. A ready-to-run electronic distributor provides a practical ignition upgrade for engines retaining a conventional carburettor and distributor arrangement.

The mechanical and vacuum advance systems can be configured for standard street engines, mild camshaft combinations and more extensively modified applications. The final advance curve should always be matched to the individual engine.

351M and 400 Truck and Street Applications

The Ford 351M and 400 were commonly used in Ford passenger vehicles and trucks. Replacing an ageing factory distributor with a new electronic unit can help restore dependable ignition triggering and reduce maintenance.

Vehicles used for towing, cruising or regular road driving can particularly benefit from a correctly functioning vacuum advance system and a suitable mechanical advance curve.

370, 429 and 460 Big Block Applications

The Ford 385-series 370, 429 and 460 engines were used in passenger cars, trucks, motorhomes and high-performance applications. Their broad range of compression ratios, cylinder heads, camshafts and intended uses means that ignition timing requirements can vary significantly.

The distributor can support standard and modified carburetted 385-series engines when used with the correct external coil and compatible distributor gear. High-compression engines and performance camshaft combinations should be professionally tuned.

Specifications

Product type	PEAK Series ready-to-run electronic distributor
Engine platform	Ford 335-series and 385-series V8
Compatible engines	351C, 351M, 400, 370, 429 and 460
Fuel-system application	Carburetted engines
Number of cylinders	8
Trigger type	Magnetic pickup with circuit-board ignition module
Ignition module	Integrated ready-to-run module
Advance type	Mechanical and vacuum
Distributor rotation	Counter-clockwise
Cap-terminal style	Male
Coil included	No
Required coil type	Compatible external electronic ignition coil
Minimum coil rating	35,000 volts or higher
Ignition box required	No
Gear material	Steel
Housing material	Machined aluminium
Mechanical tachometer drive	No
Slip collar	No
Electrical requirement	12-volt electrical system with alternator
Marine approved	No

Electrical Requirements

The distributor is designed for use with a 12-volt automotive electrical system and alternator. It must receive the correct voltage during both engine cranking and normal operation.

• Use a suitable switched 12-volt ignition supply.
• Ensure the ignition feed remains live while the engine is cranking.
• Use appropriately sized automotive wiring and secure terminals.
• Ensure the battery, engine block, body and ignition system have clean earth connections.
• Use only a compatible external electronic ignition coil.
• Follow the supplied wiring instructions for the coil-positive, coil-negative and module connections.
• Confirm tachometer compatibility before connecting an electronic tachometer.
• Do not connect the distributor to a computer-controlled ignition circuit.

Do not assume the vehicle's original resistance wire, ballast resistor or coil wiring is suitable. The required wiring arrangement depends on the selected coil and the distributor module. Follow the instructions supplied with both components.

Distributor Gear and Camshaft Compatibility

This distributor is supplied with a steel gear. Distributor gear material must be compatible with the camshaft drive gear.

The supplied gear is generally most suitable for many conventional cast iron hydraulic or solid flat-tappet camshafts. It must not be assumed to be correct for every factory or aftermarket camshaft.

Roller camshafts, billet-steel camshafts and specialised performance camshafts may require a different distributor gear material, such as a compatible steel, melonised, bronze, composite or manufacturer-specified gear.

Using an incompatible distributor gear can cause rapid wear to the distributor gear, the camshaft drive gear or both. Metal debris from abnormal gear wear may also circulate through the engine and cause further damage.

Always consult the camshaft manufacturer or engine builder to confirm the correct distributor gear material before installation.

Installation Information

Correct distributor installation is essential. An incorrectly installed distributor can cause a no-start condition, backfiring, poor performance, overheating, detonation or engine damage.

1. Confirm that the engine is a compatible Ford 351C, 351M, 400, 370, 429 or 460 V8.
2. Disconnect the battery before beginning installation.
3. Confirm the required firing order for the specific engine and camshaft.
4. Bring cylinder number one to top dead centre on its compression stroke.
5. Record the position of the existing distributor body and rotor before removal.
6. Confirm that the supplied distributor gear is compatible with the installed camshaft.
7. Apply suitable engine assembly lubricant to the distributor gear before installation.
8. Install the distributor while correctly engaging the camshaft gear and oil-pump drive.
9. Position the distributor body to provide clearance for the cap, vacuum advance unit and wiring.
10. Install a compatible external ignition coil rated at 35,000 volts or higher.
11. Complete the electrical connections according to the supplied instructions.
12. Install compatible spark plug leads in the correct firing order.
13. Start the engine and set the initial ignition timing using a timing light.
14. Check mechanical advance, total timing and vacuum advance before operating the vehicle under load.

Professional installation is recommended where the installer is not experienced with distributor phasing, ignition wiring or advance-curve tuning.

Firing Order Information

Ford V8 firing orders vary according to the engine family and camshaft. Do not select the firing order based only on vehicle model or engine displacement.

Many Ford 351C, 351M, 400, 370, 429 and 460 applications use:

1-3-7-2-6-5-4-8

However, the installed camshaft ultimately determines the required firing order. Modified engines may use a non-standard or altered firing-order camshaft.

Distributor rotation is counter-clockwise when viewed from above. Confirm the engine's cylinder numbering and firing order before connecting the spark plug leads.

Ignition Timing

Ignition timing must be set after the distributor is installed. The correct timing specification depends on the engine, compression ratio, cylinder heads, camshaft, fuel octane and intended use.

Initial timing is only one part of the complete ignition curve. The installer should also confirm:

• Initial timing at idle
• Amount of mechanical advance
• RPM at which the mechanical advance begins
• RPM at which full mechanical advance is reached
• Total timing without vacuum advance
• Amount of vacuum advance
• Whether manifold or ported vacuum is appropriate
• Whether the engine shows signs of detonation under load

Do not rely on the distributor's out-of-box advance settings as the final tune for every engine. Performance and modified engines should be tuned by an experienced technician.

Spark Plug Lead Requirements

The distributor uses male distributor-cap terminals. Spark plug leads must use compatible female distributor boots and terminals.

Use good-quality suppression-type ignition leads suitable for an electronic performance ignition system. Poor-quality, damaged or incorrectly terminated ignition leads can cause misfires, electrical interference and inconsistent spark delivery.

Route the leads away from exhaust manifolds, headers, sharp edges and moving components. Keep adjacent firing-order leads separated where practical to reduce the possibility of inductive crossfire.

Physical Clearance

Distributor clearance can vary according to the engine, intake manifold, carburettor, firewall position, engine mounts and surrounding accessories.

Before ordering, inspect the available clearance around:

• The intake manifold
• The carburettor and throttle linkage
• The firewall
• The distributor cap and lead terminals
• The vacuum advance unit
• The external ignition coil and coil lead
• Fuel lines and wiring
• Air-conditioning and heater components
• Aftermarket rocker covers and engine accessories

Engine-converted vehicles and custom installations may require additional clearance checks or component repositioning.

Marine Use Warning

This distributor is not approved for marine use.

Marine engine compartments may contain fuel vapour, and ignition components used in those environments must be specifically designed and certified to reduce ignition risk. Do not use this distributor in a boat or any application requiring marine ignition-protected electrical equipment.

What Is Included

• PEAK Series ready-to-run distributor
• Integrated magnetic pickup
• Integrated electronic ignition module
• Mechanical advance assembly
• Vacuum advance unit
• Male-terminal distributor cap
• Rotor
• Steel distributor gear
• Installation instructions

The external ignition coil, coil lead, spark plug leads, spark plugs, distributor hold-down clamp, wiring, connectors, timing light and installation tools are not included unless specifically shown or stated elsewhere in the listing.

Frequently Asked Questions

Which engines does this distributor fit?

It is designed for compatible Ford 351 Cleveland, 351 Modified, 400, 370, 429 and 460 carburetted V8 engines.

Will it fit a Ford 351 Windsor?

No. The Ford 351 Windsor is a different engine family and uses a different distributor application.

Does it fit Ford FE big block engines?

No. It is not designed for FE-series engines such as the 352, 360, 390, 406, 410, 427 FE or 428.

Does the distributor include an ignition coil?

No. A compatible external electronic ignition coil rated at 35,000 volts or higher is required.

Do I need an external ignition box?

No. The ready-to-run distributor includes an onboard ignition module. A separate ignition control box is not required for normal operation.

Can I still use an aftermarket ignition box?

Compatibility with an additional ignition box depends on the wiring and trigger requirements of the specific components. Do not connect an external box unless its manufacturer confirms compatibility with this distributor.

What type of advance does it use?

It uses both mechanical and vacuum advance. Mechanical advance responds to engine speed, while vacuum advance responds to engine load and vacuum conditions.

Which direction does the distributor rotate?

Distributor rotation is counter-clockwise when viewed from above.

What distributor gear is included?

A steel distributor gear is included. Confirm that the gear material is compatible with the installed camshaft before use.

Will the supplied gear work with a roller camshaft?

Not necessarily. Roller and billet camshafts may require a specific gear material. Consult the camshaft manufacturer before installation.

Will this distributor improve engine performance?

A new electronic distributor can improve ignition consistency, starting and drivability when replacing a worn or poorly functioning distributor. It does not create a guaranteed horsepower increase by itself, and the result depends on correct installation and tuning.

Is timing adjustment required after installation?

Yes. Initial timing, mechanical advance, total timing and vacuum advance must be checked and adjusted for the engine.

Can it be used in a performance engine?

Yes, provided the engine is compatible, the external coil is suitable, the distributor gear matches the camshaft and the ignition curve is correctly configured.

Can it be used with electronic fuel injection?

This listing is intended for carburetted applications. It is not suitable for EFI systems that require the engine-control unit to control ignition timing or receive a specialised crank or cam reference signal.

Does it have a mechanical tachometer drive?

No. It does not support a cable-driven mechanical tachometer.

Is it suitable for marine engines?

No. It is not marine approved or ignition protected.

Fitment Checklist

Confirm all of the following before ordering:

• The engine is a Ford 351C, 351M, 400, 370, 429 or 460 V8.
• The engine is not a Ford 351 Windsor.
• The engine is not an FE-series, Y-block, MEL, Modular or Coyote engine.
• The engine uses a conventional carburetted distributor ignition system.
• The vehicle does not require ECU-controlled ignition timing.
• The electrical system is 12 volts and uses an alternator.
• A compatible external coil rated at 35,000 volts or higher will be used.
• The coil's electrical specifications are compatible with the distributor module.
• The steel distributor gear is compatible with the installed camshaft.
• There is adequate clearance for the distributor cap and vacuum advance unit.
• The spark plug leads use compatible female terminals for a male-terminal cap.
• A mechanical tachometer drive is not required.
• An adjustable slip collar is not required.
• The application is not marine.

Important Notes

• Professional installation and ignition tuning are recommended.
• Always verify the installed engine rather than relying solely on the vehicle model or year.
• Confirm camshaft and distributor gear compatibility before installation.
• Lubricate the distributor gear with suitable assembly lubricant before initial operation.
• Use a compatible external electronic ignition coil rated at 35,000 volts or higher.
• Follow the supplied wiring instructions and the instructions provided with the ignition coil.
• Confirm that the ignition supply remains live during both cranking and running.
• Set initial timing and verify the complete mechanical and vacuum advance curve.
• Confirm the firing order required by the installed camshaft.
• Check cap, vacuum-canister, firewall and intake-manifold clearance before ordering.
• Vehicle application references are a guide and do not guarantee fitment to every vehicle or modified engine.
• Not compatible with Ford 351 Windsor engines.
• Not suitable for computer-controlled ignition or marine use.