The Dodge Challenger Message Board

Hi
I have a question about Ignition system for my 383 engine.
I wounder if someone have tried the FBO system from Don?
Is there any differens between FBO or the Mopar Performance system?
does anybody know what Ignition system to choice I am going to buy a new one the hole system (distributor, cap, rotor, ballast resistor, Electronic modul, coil, wiring harness)
what differens is it between MP orange box, MP chrome Box, FBO
I have read that Orange box is 6000rpm and chrome is 8000rpm are there any more differens between these two.
my car is a street driven car with some modification in engine
383 0.030od 1968 block
516 closed chamber heads with 2.11" and 1.74"
edelbrock Torker intake
Holley 750 DP 4779-2
Keith black piston -5cc
Comp Cams camshaft XE-274 .488 and .491 lift 230/236 duration .050"lift
Automatic trans 727
8 3/4" 489 3.23 diff (will change it to 3.71)
I shift my engine at 5800rpm and do not go over 6000rpm max

The FBO box is the one to go for. Much more reliable and does not start missing cylinders at higher rpms like the MP and other ones do.

I do not get along very well with Don but I have to agree that the FBO ignition system is very good and out performs the MP system completely.

I have get some information from Don and he tell me that he built the distributor 16 degree initial and 14-16 degree vacuum connected to the constant vacuum port on the intake and he want me to have max 34 degree at load all mechanical.
he will have $380.00 for the ignition system that include this
Distributor custom build for 383
distributor cap
distributor rotor
ballast resistor
FBO ecu box
FBO coil
Electrical Harness
$35.00 core cost for distributor
5% fee for international costumers
$48.00 shipping to sweden

Total $380.00

Dave do you think this is a good choise for me engine you saw the specicfikation for my engine, do you need some more information so that you could give me an advise

The custom ignition timing curve will make your car run much better than fitting electronic ignition alone will do. It will run cleaner and have a much better throttle response.
If you can afford it you will not be disappointed.

Thanks Dave for you advise for the Ignition system.

I will read a little bit more about Ignition system and then decide what system that I will order my first choise just now is the FBO system but it would be nice to have some comments from someone who has tried the FBO system.

If anyone have the FBO Ignition system in his car please send me an answer how it works and if it is Good or Bad Ignition system.

I have now bought a new FBO ignition system from Don.
I will start to install it soon, but now it is winter in sweden and I coulnd´t try it before next summer on the roads.
I send a pics of the system it looks really nice.

Too bad you must wait until springtime to try it out.

Thought to post a picture of where I installed the system in my Challenger. I figured the passenger fender area was best for keeping the ECU cool. Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Oh, well hope you are happy with the system, as i am. Don't forget to connect to direct manifold vacuum on the advance. Please post back the results.

Jon wrote:Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Maybe they think there is a risk that other signals/magnetic fields can act disturbing if you use long cables?
I do not know if this is true or not.

mopar70 wrote:I have now bought a new FBO ignition system from Don.
I will start to install it soon, but now it is winter in sweden and I coulnd´t try it before next summer on the roads.
I send a pics of the system it looks really nice.

These systems look nice Roland, Nice stock look to your car. If they are custom built they should work better then MSD and such systems(?) Or is it because of the stock look you want it?

The snow has'nt arrived yet, don't you have some mudd & snow tires?

Hope you will be satisfied

Jon wrote:Too bad you must wait until springtime to try it out.

Thought to post a picture of where I installed the system in my Challenger. I figured the passenger fender area was best for keeping the ECU cool. Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Oh, well hope you are happy with the system, as i am. Don't forget to connect to direct manifold vacuum on the advance. Please post back the results.

Why use vacuum from manifold, not from carb? (want to learn this..)

christer wrote:

Jon wrote:Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Maybe they think there is a risk that other signals/magnetic fields can act disturbing if you use long cables?
I do not know if this is true or not.

Sounds reasonable too me Chris..

Don insists you need to run manifold vacuum to get loads of initial advance at idle and part throttle.

I (and many professional engine builders) don't agree for various reasons. But mainly because timing needs to increase quickly when you "stomp on it" and if vacuum advance is dropping at the same time as mechanical advance is increasing then you are not really getting any advance at all for a moment are you?

I am of the camp that you need to remove (or limit) advance from the distributor so you can set a high initial (around 18 degrees) without having any advance over 35 degrees @ 3000rpm. Half of it in by 2000rpm.
In most cases vacuum advance is not needed when the timing is set like this.

But if Don has designed the system to run with manifold vacuum then you should do as he instructs.

christer wrote:

Jon wrote:Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Maybe they think there is a risk that other signals/magnetic fields can act disturbing if you use long cables?
I do not know if this is true or not.

Good point Christer never thought about that aspect. I can't say for sure if there is any effect as it seems to run well. As for the 383 isn't the distributor up front near the alternator. That would be a short run but crossing near the magnetic field of the alt.

I guess the firewall is the stock location so that would be a consideration for appearance.

FYI, After installing the Fbo system, the factory tach (with R/T engineering internals) works erratically under 2000 RPMs. A common problem on the older ones I believe. So far it hasn't bothered me enough to get a replacement board from them.

Hi
Yes The system that don on FBO have built for me is a custom built system to connect for constant vacuum from the mainfold or the constant vacuum port on the carburator.

Jimiboy I was out with my Challenger the 25 of october it is not in the garage yet, how about your car is it the garage or is you driving it, but it begin to be pretty cold out now I think it was about 0 degree on saturday the 25th.

Have you been in on my new site?
URL: http://www.mopar70.com

NOW IT IS .com AND NOT .tk as before
please check in and tell me what you think about my new site.

//Roland

Actually, i did put him to rest under his quilt in the garage this Saturday Roland. I am already looking forward to the spring!
Your site is looking good & for all of you guys that are not from Sweden, notice the translate function in a box down to the left... but i did'nt know that you was living in "Baguio" [Boden] Rolle(!)

Oh, and by the way.. If possible maybe you could delete number 47 in the guest book

Jon wrote:Too bad you must wait until springtime to try it out.

Thought to post a picture of where I installed the system in my Challenger. I figured the passenger fender area was best for keeping the ECU cool. Others say close to the distributor as possible for more accurate timing. I thought electricity traveled at the speed of light though.

Oh, well hope you are happy with the system, as i am. Don't forget to connect to direct manifold vacuum on the advance. Please post back the results.

Where did you connect the vacuum line, did you connect it to the mainfold direct or did you connect it to the carburator?

what carburator do you use?
I have a Holley 750 DP 4779 does someone know what port is the constant vacuum port on my carburator or is it better to connect to the mainfold and in that case where on the mainfold?

//Roland

The manifold vacuum port is the one on the base of the carb. Under the primary fuel bowl if I remember right?

dave-r wrote:The manifold vacuum port is the one on the base of the carb. Under the primary fuel bowl if I remember right?

Ok it was that port I was woundering to use to the constant vacuum.
But I have read somewhere that sometime they use a port on the mainfold directly. I wounder if the drill a new connection on the mainfold or use the vacuum connection that is to the brakes.

I think I will use the vacuum port that is on the carburator it must be a constant vacuum port I think.

Roland
I put Don's FBO ignition on my 340 Challenger, about a year ago. No regret's! You won't be disappointed!
Good luck!, Pat
P.S. I just used the constant port on the carburater. Plus, his tuning book was a great help, too!

mopar70 wrote:I think I will use the vacuum port that is on the carburator it must be a constant vacuum port I think.

The only port on the carb that is not constant vacuum is the one that is normally used for the distributor vacuum in the stock system. That one originates from above the throttle blades.

You need the one that is below the throttle blades.

dave-r wrote:

mopar70 wrote:I think I will use the vacuum port that is on the carburator it must be a constant vacuum port I think.

The only port on the carb that is not constant vacuum is the one that is normally used for the distributor vacuum in the stock system. That one originates from above the throttle blades.

You need the one that is below the throttle blades.

dave-r wrote:

mopar70 wrote:I think I will use the vacuum port that is on the carburator it must be a constant vacuum port I think.

The only port on the carb that is not constant vacuum is the one that is normally used for the distributor vacuum in the stock system. That one originates from above the throttle blades.

You need the one that is below the throttle blades.

Ok it the port that I have plugged right now because with my old ignition system I didn´t use vacuum.

I will send you information how it works when I have installed the new ignition system.