With measuring instruments you can see a visual representation of the better ignition you're getting. Read the links off that first one to understand why better ignition is better.
You're free to hold that opinion; I've provided data showing the shortcomings of the stock system.
Dan you have a point, it is inferior in some ways. But ir3333 is also correct that it is perfectly adequate for some applications. That's where Tom Condran's point ought to be given serious consideration.
The real goal here is to light off the fuel-air mix for the particular situation. Bigger and stronger is not always helpful. Well chosen and placed tinder, kindling and firewood can be lit equally well with a match or a butane lighter. In a situation where the tinder is inadequate, or there are wind or dampness issues, the longer lasting, more intense flame of a lighter be can help initiate the burn. But why stop there? Lets really light this thing off with a torch! :twisted: Great idea except the tinder will be burned up and blown all over before it lights the kindling.
So it is with ignitions. A points system is like the match - when everything is working, it does the job just as good. I believe a OEM type HEI system (such as Dan links too) instead of a Chrysler OEM electronic is akin to using a better lighter. In some situations, it may provide an edge in reducing misfires or getting better initiations. That depends on the A/F mixture, mixture distribution, compression, etc. However, these change with rpm and load, so one size does not fit all.
A racing engine, or somewhat racy (hot rod) engine, have different combustion requirements than a stock engine. Idle mix is usually poorly distributed (compared to stock) due to less manifold vacuum. It needs to operate at higher rpm than stock, at least to 5500 rpm. A lot of ignition systems made for normal use start to have problems as the rpms climb and the combustion environment around the spark plug changes. That's where dual points, special coils, capacitive discharge, and other tricks can be helpful. However they often come with disadvantages too. Dual points are a PIA, coils wound for higher rpm output are weaker at lower rpm and so forth.
All electronic systems suffer from slew rate which effects timing. As mentioned in another thread, this is one reason why a car with a well set up points system can often beat the same car with an electronic system in a race. For street use, its close to a non-issue, but start climbing above 3500 rpm and its valuable Hp lost if not addressed. This can be done internally by better design and faster electronics and/or compensated internally (as Pertronix claims for their Ignitor II or III) or externally in the distributor curve (as mopar performance used to do).
As far as the OP's original question about which distributor - For a close to stock engine, any distributor will work with an MSD 6 series box, including his existing points dizzy. The points will see little wear, although the load on the rubbing block will remain a service item to keep in mind. A used magnetic pickup distributor will also work fine. But at least as important as the ignition system type is the distributor curve! IMO This is where time and effort should be spent tuning no matter what the ignition system, because this is where Hp and mpg can really be gained or lost.
