Top Street Performance Ready to Run Distributor for Ford 170 200 250 Inline-6

Upgrade your Ford 170, 200, or 250 inline-six ignition system with this Pro Series Ready-to-Run distributor, featuring an onboard circuit board ignition module paired with a magnetic pickup trigger, so there's no separate ignition box to wire in, while the external-coil design keeps the flexibility to run a higher-output coil. This distributor supports Falcon, Mustang, Fairlane, Maverick, Granada, and Mercury Comet applications.

This distributor is designed for 1964-and-later engines in this family; it will not fit 1964-and-earlier engines that use a 1/4-inch hex distributor shaft. The housing is machined aluminum with a steel drive gear best matched to cast iron hydraulic or solid flat-tappet camshafts, and rotation is clockwise. This distributor requires a 12-volt electrical system with an alternator and a coil rated at 35,000 volts or higher; it is not compatible with generator-based charging systems or vehicles still running an active ballast resistor in the ignition circuit — the resistor should be removed or bypassed as part of installation.

What Is a Ready-to-Run (RTR) Distributor?
An RTR distributor has the ignition control module built directly into the housing, so it fires off a single 12-volt source without needing a separate ignition box wired into the circuit. This Pro Series unit pairs that onboard module with a circuit board ignition control and magnetic pickup trigger. The coil stays external here, requiring a coil rated at 35,000 volts or higher.

Performance Benefits
The circuit board module and magnetic pickup trigger hold timing steady without the wear and drift of a points-based system, and keeping the coil external allows the use of a higher-output coil than the 35,000-volt minimum if the build calls for more spark energy. Mechanical and vacuum advance are both included, allowing the timing curve to be tuned for carbureted street or performance driving on the 170/200/250 inline-six.

Compatible With
Ford Small Block Inline 6
• 2.8 L / 170 in³
• 3.3 L / 200 in³
• 4.1 L / 250 in³

NOTES
• Designed for carbureted Ford 170, 200, and 250 inline-six applications (1965 and later).
• Will not fit 1964 and earlier engines that require a ¼ in. hex distributor shaft.
• Not compatible with the Ford 240 or 300 inline-six — those are a separate engine family requiring a different distributor.
• The 170 was discontinued after 1972; the 250 was discontinued after 1982; the 200 was discontinued after 1984.
• Requires an external coil with a minimum output of 35,000V — no separate ignition box required.
• This distributor is designed for a 12 volt electrical system with an alternator and a performance ignition coil of 35,000 V or more. 
• It is not compatible with a generator and cannot be used with a ballast resistor.
• Distributor gear is most compatible with cast iron hydraulic or solid flat tappet camshafts; consult camshaft manufacturer for recommended gear material before installation.

Common Vehicle Applications
Ford Falcon (170/200, 1961–1970)
Ford Mustang (170/200/250, 1964–1983)
Ford Fairlane (200/250, 1963–1970)
Ford Maverick (170/200/250, 1970–1977)
Ford Torino (250, 1968–1973)
Ford Granada (200/250, 1975–1982)
Ford Fairmont (200, 1978–1983)
Ford Ranchero (170/200, 1960–1970)
Mercury Comet (170/200/250, 1961–1977)
Mercury Monarch (200/250, 1975–1980)
Mercury Zephyr (200, 1978–1983)

SPECIFICATIONS
Distributor Type: Pro Series Ready to Run
Engine Platform: Ford Small Block Inline 6
Trigger Type: Circuit board module with Magnetic Pickup
Advance Type: Mechanical and Vacuum
Rotation Direction: Clockwise
Cap Color: Black
Terminal Gender: Male
Mechanical Tach Drive: No
Slip Collar: No
Coil Included: No
Coil Type: External
Required Coil Output: 35,000+ V
Gear Material: Steel
Housing Material: Machined Aluminum
Ignition Box Required: No
Marine Use: No
Cylinders: 6
Voltage Requirement: 12 V electrical system with alternator

Key Features

• Direct fitment for Ford small-block inline-six engines: 2.8 L / 170 in³, 3.3 L / 200 in³, and 4.1 L / 250 in³ (1965 and later).
• Onboard circuit board ignition module with a magnetic pickup trigger holds timing steady without requiring a separate external ignition box.
• Machined aluminum housing paired with a steel distributor gear is best suited for cast-iron hydraulic or solid flat-tappet camshafts.
• External-coil design requires a minimum 35,000-volt ignition coil; includes vacuum advance block-off plate and power/tachometer output extension cables.
• Fully adjustable mechanical and vacuum advance allows the timing curve to be tuned for carbureted street or performance driving on the inline-six platform.

Frequently Asked Questions

Will this distributor fit a pre-1964 170 or 200 inline-six engine?
No. This unit is engineered for 1964-and-later small-block inline-six platforms. Pre-1964 engines require a quarter-inch hex distributor shaft, which this housing does not accommodate.

Is an ignition coil included with this Pro Series distributor?
No. This is an external-coil Ready-to-Run design that requires an aftermarket coil rated at 35,000 volts or higher. The onboard circuit board module manages trigger timing directly from a standard 12-volt system.

Does this distributor require a separate ignition box?
No. The Pro Series model integrates the ignition control module directly into the aluminum housing. It pairs with a magnetic pickup trigger to eliminate external CDI boxes, ballast resistors, and generator-based charging systems.

What is the difference between this Pro Series unit and the standard Ready-to-Run distributor?
The Pro Series uses a circuit board module with a magnetic pickup trigger, while the standard Ready-to-Run model relies on a multi-pole reluctor with a Hall-effect trigger. Both designs integrate the ignition control into the housing and require an external 35,000V+ coil.

What material is the distributor gear made from, and which camshafts does it work with?
The drive gear is machined from hardened steel. It is optimized for cast iron hydraulic or solid flat-tappet camshafts. Engines using roller or specialty cam profiles should verify recommended gear material with their camshaft manufacturer before installation.