MSD 8350 Installation

MSD Pro-Billet Small Diameter

Ready-to-Run Ford V8 Distributor

PN 8350; 351C-460, PN 8354; 351W

PN 8352; 289/302

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Important:  Read these instructions before attempting the installation.

Parts Included:

1 - Pro-Billet Distributor
1 - Rotor, PN 8467
1 - Distributor Cap, PN 8431
1 - Advance Kit

Note: The terminals of the Ready-to-Run Ford Distributors require spark plug style terminals. You may 

need to change the terminals and boots of your wires. MSD offers two kits, PN 8849 or PN 8848 that 
are supplied with nine boots and terminals.

1 - O-ring Seal
1 - Vacuum Advance Lock-Out Kit
1 - Tube of Gear Lubricant
1 - Wiring Harness
1 - Gray Tach Jumper

TIMING FUNCTIONS

Before continuing with the installation, here are a few definitions you should be aware of:

Initial Timing:   This is the base timing (also referred to as idle timing)  of  the  engine  before  the 
centrifugal advance begins.

Centrifugal Advance:  The centrifugal (or mechanical) advance mechanism is made up of weights, 
springs, advance cams, and an advance stop bushing.  The  amount and rate of advance that your 
distributor is  capable of  is determined  by  the  centrifugal  timing.    If  you  ever wish  to lock  out the 
centrifugal advance, refer to the centrifugal advance section.

Total Timing:  This is the total of the initial timing plus the centrifugal advance added together.  Example:  
10°  Initial +  25° centrifugal  =  35°  Total Timing. (When checking Total timing, disconnect and cap 
the vacuum canister and plug the vacuum line.)

Vacuum Advance: The  vacuum  advance  will  advance the  timing  up  to  10° during  partial  throttle 
driving (with 15 lbs of vacuum). The vacuum line should be routed to a ported vacuum outlet above 
the throttle plates.

Note: MSD Distributors are supplied with the heavy (slow) advance springs and the 21° stop bushing 

installed. This is to prevent detonation in certain applications. Review the information on pages 
2-3 to determine the best advance curve for your application.

RPM LIMIT AND TACHOMETER INFORMATION

Tach Signal:  The Ready-to-Run Distributor features a Gray Tach Output wire which provides a clean signal 

for most tachometers and even some aftermarket fuel injection systems. The signal output 
is a 12 volt square wave, 20° duty cycle.  This wire is also responsible for programming the 
built-in rev limiter.

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2 INSTALLATION INSTRUCTIONS

Rev Limiter: The Ready-to-Run Distributor has a built-in rev limit that can easily be adjusted from 2,000 

rpm to over 10,000 rpm. The default is 10,000 rpm. To set the rev limiter, run the engine to half 
the desired rpm then ground the Gray Tach wire (a jumper is supplied) for approximately one 
second. Every time the key is turned to the On position, the tach will display the programmed 
rpm limit. See page 8 for the programming procedure.

CHOOSING AN ADVANCE CURVE

The function of the advance curve is to match the ignition timing to the burning rate of the fuel and speed 
(rpm) of the engine.  Any factor that changes the burning rate of the fuel or the engine speed can cause a 
need for an ignition timing change.  Figure 1 shows some of the factors that will affect engine timing.

FACTOR Advance Timing Retard Timing
For For

Cylinder Pressure  Low     High
RPM    Low     High
Vacuum  High    Low
Energy of Ignition  Low     High
Fuel Octane  High    Low
Mixture (Air/Fuel)  Rich     Lean
Temperature  Cool    Hot
Combustion Chamber Shape  Open    Compact
Spark Plug Location  Offset    Center
Combustion Turbulence  Low     High
Load    Light    Heavy

Figure 1 Ignition Timing Factors.

As you can see from the chart, most factors will change throughout the range of the engine operation.  
The timing mechanism of the distributor must make timing changes based on these factors.

Example:   An engine has 11:1  compression, a high  energy  ignition and turns  5,500  rpm.  With the 
specifications given, you will have to retard the timing for the high compression, low rpm and high energy 
ignition.  By comparing the engine’s specifications against the chart, a usable timing guideline can be found.  
Engines with a combination of items from both columns will require a timing that is set in the mid range.

Obviously a full technical explanation of correct ignition timing would be very complicated.  The best 
way to arrive at a suitable ignition curve for your engine is to  use the Ignition Timing Factors Chart 
as a guide and compare it to the Advance Graphs in Figure 4 until a suitable curve is found.  When 
selecting your advance curve, use detonation (engine ping) as an indicator of too much advance, 
and a decrease in power as an indicator of too little advance.

TIPS ON SELECTING AN ADVANCE CURVE

•  Use as much initial advance as possible without encountering excessive starter load.

•  Start the centrifugal advance just above the idle rpm.

•  The  starting  point  of  the  c entrifugal  advance  curve  is  controlled  b y  the  installed  length  and 
  tension of the spring.

•  How quickly the centrifugal advance (slope) comes in is controlled by the spring stiffness.  The 
  stiffer the spring, the slower the advance curve.

•  The  amount  of  advance  is  controlled  by  the  advance   bushing.    The  bigger  the  bushing,  the 
  smaller the amount of advance.

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INSTALLATION INSTRUCTIONS 3

CENTRIFUGAL ADVANCE CURVE

SELECTING THE ADVANCE SPRINGS

The  rate, or how  quick  the adva nce comes in 
is determined by the ty pe of springs which are 
installed on the distributor.  The MSD distributors 
are  equipped  with  two  Heavy  Silver  spr ings 
ins talle d.    These  will  give  you  the  slowest
advance  curve  possible  (Figure  2).    The  parts 
kit contains two additional sets of springs which 
can  be  u sed  to  match  the  advance  curve  to 
your particular  application.  Refer  to  the  Spring 
Combination Chart (Figure 3)  for  combinations 
that can be achieved.

To change the springs, remove the cap and rotor 
and use needlenose pliers to remove the springs. 
Be sure the new springs seat in the groove on 
the pin.

Timing Curve From Factory

Figure 2 The Factory Equipped Curve.

SPRING COMBINATION RATE OF ADVANCE FIGURE 4

2- Heavy Silver  SLOWEST  A
1- Heavy Silver    B
1- Light Blue   
1-Heavy Silver    C
1-Light Silver   
2- Light Blue    D
1- Light Silver    E
1- Light Blue   
2- Light Silver  FASTEST  F

Figure 3 Spring Combination Chart.

Figure 4 Advance Curves.

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4 INSTALLATION INSTRUCTIONS

SELECTING THE ADVANCE STOP
BUSHING

Three different advance stop bushings  are  supplied 
in  the  distributor  kit.    The  distributor  comes  with  a 
Blue  (21°)  bushing  already  installed.    If  a  different 
amount of centrifugal advance is  desired,  follow  the 
next procedure  to change the bushings.  The chart in 
Figure 5 gives the size and approximate degrees for 
the corresponding bushings.

CHANGING THE ADVANCE STOP
BUSHINGS

1.  Remove the distributor cap and rotor.

2.  Remove the locknut and washer on the bottom of 
the advance assembly (Figure 6).

3.  Remove  the bushing and install the new one.  Install 
the washer and locknut.

LOCKING OUT THE CENTRIFUGAL
ADVANCE

BUSHING SIZE APPROXIMATE
CRANKSHAFT
DEGREES

Red-Smallest  28
Silver  25
Blue  21
Black-Largest  18

Figure 5 Advance Stop Bushing Chart.

Figure 6 Changing the Advance Stop Bushing.

1.  Remove the cap and rotor.

2.  Remove  the  advance  springs,  weights  and  the 

advance stop bushing from the advance assembly.

3.  Remove  the  roll-pin  from  the  shaft  and slide  the 

retaining sleeve down. It should not be necessary 
to remove the gear (Figure 7).

4.  Slide the shaft two inches out of the housing.

5.  Rotate the  shaft 180° and insert the advance stop 

bushing  pin  into  the  small  hole  on  the  advance 
plate (Figure 8).

6.  Install the locknut and washer to the advance stop 

bushing pin.

7.  Install the retaining sleeve and roll-pin.

Figure 7 Removing the Retaining Sleeve.

Figure 8 Locking Out the Centrifugal Advance.

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INSTALLATION INSTRUCTIONS 5

OPTIONAL VACUUM ADVANCE LOCKOUT

If you do not want to use the vacuum advance canister 
of the MSD Distributor, MSD has supplied the distributor 
with a lockout mechanism. The Lockout bolts in the 
position of the vacuum canister and will hold the pickup 
assembly firmly in place. The installation is easiest with 
the distributor out of the engine.

1.  Remove  the  two Allen  head screws  that  hold the 
advance canister (Figure 9).

2.  Remove   the  snap  ring  that  holds  the  magnetic 
pickup assembly in place. This is easy to do with 
a set  of  snap ring  pliers  by straddling  one  of the 
reluctor paddles.

3.  Gently lift up on the mag pickup plate and slide the 
vacuum canister out.

4.  Install  the  Lockout  Plate  in  place  of  the  canister. 
Install the two retaining screws.

5.  Install the supplied screw and washer through the 
Lockout and tighten. It is important to make  sure 
the pickup plate is parallel with  the housing of the 
distributor  (Figure  10).  If  it  is  cocked  or  slan ted, 
the paddles of the reluctor may contact the pickup. 
Check the clearance by rotating the distributor shaft. 
If  necessary,  use  the  supplied  shims  under  the 
Lockout hold-down to correctly position the pickup 
plate.

RELUCTOR

PADDLES

CANISTER

SCREWS

Figure 9 Removing the Vacuum Canister.

MAG PICK-UP

PLATE

SNAP

RING

Note: If no  shims  were  required,  use  one  beneath 

the washer of the Lock-Out Hold Down Screw.

6.  Aft er  checkin g  the  reluct or  to  pickup  clearance, 
tighten the Lockout retaining screws and install the 
snap ring.

7.  Install  the  distributor,  rotor  and  cap.  Check  the 
timing when complete.

Note: Do  not  forget   to  plug  the  original  vacuum 

advance hose.

Figure 10 Checking Installation of the Lockout Plate.

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6 INSTALLATION INSTRUCTIONS

INSTALLING THE DISTRIBUTOR

1.  Remove the existing distributor cap without disconnecting any of the spark plug wires.

2.  With  the  cap  off,  crank  the  engine  until 
the rotor is aimed at a fixed point on the 
engine.  Note  this  position  by  mak ing  a 
mark (Figure 11).

3.  Place  t he  distributor  cap  back  on  and 
note which plug wire the rotor is pointing 
to. MARK THE SPARK PLUG WIRES and 
remove the distributor cap.

4.  Disconnect the wiring from the distributor.

5.  Loosen the distributor hold-down clamp, 
slide the clamp out of the way and lift the 
distributor out of the engine.

6.  Install  the  supplied  O-ring  seal  in  the 
groove  on  the  distributor  land.  Apply  a 
thin layer of oil to the housing O-ring.

7.  Apply  a  liberal  amount  of  the  supplied 
break-in lubricant to the gear.

8.  Install the distributor making sure that the 
rotor comes to  rest  pointing at  the  fixed 
mark.  If the distributor will not fully seat with the rotor  pointing  to the marked position, you may 
need to rotate the oil pump shaft until the rotor lines up and the distributor fully seats.

9.  Position and tighten the hold-down clamp onto the distributor.  

10. Install the rotor and distributor cap. It is recommended to use a drop of Blue Loctite on the distributor 
cap hold down bolts.

11.  Install the spark plug wires from the old cap one at a time to ensure correct location.

12. Connect the supplied wiring harness to the distributor. Route the wires to their connections as 
shown in Figure 12.

13. Page 8 shows how to set the rev limiter and connect the tachometer.

Figure 11 Marking the Rotor Location.

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INSTALLATION INSTRUCTIONS 7

RED

ORANGE

BLACK

TO COIL POSITIVE + 12 VOLTS

TO COIL NEGATIVE

-

TO ENGINE GROUND

GRAY TO
TACH INPUT

Figure 12 Wiring the Ready-to-Run Ford Distributor.

GRAY TO
TACH INPUT

NOTE: THE REA DY-T O- RU N DISTRIBUTORS D O NOT

REQUIRE AN MSD IGNITION, THOUGH THEY CAN
BE USED WITH ONE.

Figure 13 Connecting an MSD Ignition Control.

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TACHOMETER INFORMATION

The MSD Ready-to-Run has a Gray wire that provides a 12 volt square wave, 20° duty cycle tachometer 
signal that will trigger most tachometers. It is recommended to connect this lead to your tach’s trigger 
input wire and check its operation. Note that the rpm limiter is extremely accurate and due to the variety 
of tachometers available, there may be differences in the displayed rpm.

PROGRAMMING THE REV LIMIT

A tachometer is required to set the rev limit. The limit is programmed by 
running the engine at half the desired rpm, then momentarily grounding 
the Gray tach output wire from the MSD. A Gray jumper wire is supplied 
to connect to the  tach with another tee-splice  coming off to use for 
programming. A switch may also be installed to ease adjustments  of 
the limiter (Figure 14). The default rpm limit is 10,000 rpm and the limit 
is adjustable from 2,000 - over 10,000 rpm..

1. Start the engine and bring the rpm to half the desired rev limit (for a 
6,000 rpm limit, raise and hold the rpm to 3,000).

2. While holding the rpm steady, short the Gray tach wire to ground 
for approximately one second. Note that the tach will go to zero 
while grounded.

3. The tach will now display the programmed rev limit amount for two 
seconds. If this value does not register on the tach, repeat the procedure and try a different ground 
source.

4. To confirm the rev limit value, turn the ignition key to the On position (without cranking the engine). The 

rev limit value will be displayed for two seconds on the tachometer.  

OPTIONAL

PROGRAMMING

SWITCH

TO

TACH

Figure 14 Setting the Rev Limiter.

JUMPER GRAY

Note:  This rpm confirmation only displays when the Gray wire is being used to trigger the tachometer.

Service

  In case of malfunction, this MSD component will be repaired free of charge according to the terms of the warranty. 

When returning MSD components for warranty service, Proof of Purchase must be supplied for verification. After 
the warranty period has expired, repair service is based on a minimum and maximum fee.

All returns must have a Return Material Authorization (RMA) number issued to them before 

being returned. To obtain an  RMA number  please  contact  MSD Customer Service at 1 (888)  MSD-7859  or visit 
our website at  www.msdperformance.com/rma to  automatically obtain a  number  and  shipping information.

When returning the unit for repair, leave all wires at the length in which you have them installed. Be sure to include 
a detailed account of any problems experienced, and what components and accessories are installed on the vehicle. 
The repaired unit will be returned as soon as possible using Ground shipping methods (ground shipping is covered 
by warranty). For more information, call MSD at [phone]. MSD technicians are available from 7:00 a.m. to 
5:00 p.m. Monday - Friday (mountain time).

Limited Warranty

  M

SD warrants this product to be free from defects in material and workmanship under its intended normal use*, 
when properly installed and purchased from an authorized MSD dealer, for a period of one year from the date of 
the original purchase. This warranty is void for any products purchased through auction websites. If found to be 
defective as mentioned above, it will be repaired or replaced at the option of MSD. Any item that is covered under 
this warranty will be returned free of charge using Ground shipping methods. 
  This shall constitute the sole remedy of the purchaser and the sole liability of MSD. To the extent permitted by 
law, the foregoing is exclusive and in lieu of all other warranties or representation whether expressed or implied, 
including any implied warranty of merchantability or fitness. In no event shall MSD or its suppliers be liable for special 
or consequential damages.
  *Intended normal use means that this item is being used as was originally intended and for the original application 
as sold by MSD. Any modifications to this item or if it is used on an application other than what MSD markets the 
product, the warranty will be void. It is the sole responsibility of the customer to determine that this item will work for 
the application they are intending. MSD will accept no liability for custom applications.

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© 2012 Autotr onic Con trols Corporat ion

FRM30245 Revised 12/11 Printed in U.S.A.